Vehicle thermal management system, vehicle and vehicle thermal management method

Abstract

The application provides a vehicle thermal management system, a vehicle and a vehicle thermal management method. The vehicle thermal management system comprises a fuel cell stack, a power battery, a driving motor and a heat exchanger; a fuel cell stack thermal management circuit passing through the fuel cell stack and the heat exchanger; a driving motor thermal management circuit passing through the driving motor and the heat exchanger; a power battery thermal management circuit passing through the power battery and the heat exchanger; a heating circuit passing through the heat exchanger; and a refrigeration circuit passing through the heat exchanger; wherein heat exchange can be performed at the heat exchanger between any two of the fuel cell stack thermal management circuit, the driving motor thermal management circuit, the power battery thermal management circuit, the heating circuit and the refrigeration circuit, so that the problem of excessive energy consumption of the fuel cell vehicle thermal management system in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel cell vehicle, in particular to a vehicle thermal management system, a vehicle and a vehicle thermal management method. BACKGROUND

[0002] As an important development direction of future new energy, the fuel cell vehicle has the advantages of zero emission, short hydrogen refueling time and long cruising range.

[0003] The thermal management of the fuel cell vehicle involves fuel cell system, power battery, drive motor, high-voltage components, plate heat exchanger, radiator electronic fan, expansion tank, water pump, water temperature sensor, etc.

[0004] The fuel cell vehicle thermal management system in the prior art does not efficiently, integrally and energy-savingly manage the heat of each component of the fuel cell vehicle, but separately satisfies the heat management of each component according to the heat dissipation demand of each component under the operating condition, does not analyze the temperature conditions of each component under different conditions, and cannot realize the reuse of the heat of each component, which invisibly increases the cost and weight of the whole vehicle, thereby causing the energy consumption of the whole vehicle thermal management to be too large and affecting the cruising range of the vehicle. SUMMARY

[0005] The main purpose of the present application is to provide a vehicle thermal management system, a vehicle and a vehicle thermal management method to solve the problem of excessive energy consumption of the fuel cell vehicle thermal management system in the prior art.

[0006] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a vehicle thermal management system is provided, comprising: a fuel cell stack, a power battery, a drive motor and a heat exchanger; a fuel cell stack thermal management circuit passing through the fuel cell stack and the heat exchanger; a drive motor thermal management circuit passing through the drive motor and the heat exchanger; a power battery thermal management circuit passing through the power battery and the heat exchanger; a heating circuit passing through the heat exchanger; a refrigeration circuit passing through the heat exchanger; wherein any two of the fuel cell stack thermal management circuit, the drive motor thermal management circuit, the power battery thermal management circuit, the heating circuit and the refrigeration circuit can exchange heat at the heat exchanger.

[0007] Further, the fuel cell stack thermal management circuit comprises a fuel cell stack heat exchange circuit and a first heat exchange circuit, the fuel cell stack heat exchange circuit passes through the fuel cell stack, both ends of the first heat exchange circuit are connected with the fuel cell stack heat exchange circuit, and the first heat exchange circuit passes through the heat exchanger; the drive motor thermal management circuit comprises a drive motor heat exchange circuit and a second heat exchange circuit, the drive motor heat exchange circuit passes through the drive motor, both ends of the second heat exchange circuit are connected with the drive motor heat exchange circuit, and the second heat exchange circuit passes through the heat exchanger.

[0008] Further, the second heat exchange circuit is connected with the power battery thermal management circuit.

[0009] Further, the vehicle thermal management system comprises: a first water pump arranged on the fuel cell stack heat exchange circuit to drive the flow of liquid in the fuel cell stack heat exchange circuit; a first water tank connected with the fuel cell stack heat exchange circuit to supply liquid to the fuel cell stack heat exchange circuit; a first radiator arranged on the fuel cell stack heat exchange circuit and located between the inlet of the first water pump and the fuel cell stack; a first fan located on one side of the first radiator and arranged towards the first radiator to dissipate heat from the first radiator; wherein the first radiator is connected with the first water tank to exhaust air to the first water tank.

[0010] Further, the vehicle thermal management system comprises: a first three-way valve arranged on the fuel cell stack heat exchange circuit, a first end of the first three-way valve being connected with the outlet of the fuel cell stack, a second end of the first three-way valve being connected with the inlet of the first radiator, and a third end of the first three-way valve being connected with the inlet of the first water pump; a second three-way valve arranged on the fuel cell stack heat exchange circuit, a first end of the second three-way valve being connected with the inlet of the fuel cell stack, a second end of the second three-way valve being connected with the outlet of the first water pump, and a third end of the second three-way valve being connected with the inlet of the first heat exchange circuit.

[0011] Further, the vehicle thermal management system comprises: a first temperature detection component arranged on the fuel cell stack heat exchange circuit and located at the inlet of the fuel cell stack; and a second temperature detection component arranged on the fuel cell stack heat exchange circuit and located at the outlet of the fuel cell stack.

[0012] Further, the vehicle thermal management system comprises: a second water pump arranged on the drive motor heat exchange circuit to drive the flow of liquid in the drive motor heat exchange circuit; a second water tank connected with the fuel cell stack heat exchange circuit to supply liquid to the fuel cell stack heat exchange circuit; a second radiator arranged on the drive motor heat exchange circuit and located on the side of the second water pump close to the outlet of the drive motor; a second fan located on one side of the second radiator and arranged towards the second radiator to dissipate heat from the second radiator; and a high-voltage component arranged on the drive motor heat exchange circuit and located between the second water pump and the drive motor; wherein the second radiator is connected with the second water tank to exhaust air to the second water tank.

[0013] Further, the vehicle thermal management system comprises: a third three-way valve disposed on the driving motor heat exchange circuit, a first end of the third three-way valve being in communication with the outlet of the second water pump, a second end of the third three-way valve being in communication with the inlet of the second radiator, and a third end of the third three-way valve being in communication with the inlet of the second heat exchange circuit; a fourth three-way valve disposed on the second heat exchange circuit between the third end of the third three-way valve and the heat exchanger, and the fourth three-way valve being in communication with the power battery thermal management circuit; and a fifth three-way valve disposed on the power battery thermal management circuit close to the inlet of the heat exchanger, and the fifth three-way valve being in communication with the outlet of the second heat exchange circuit.

[0014] Further, the vehicle thermal management system comprises: a third temperature detection component disposed on the driving motor heat exchange circuit between the third three-way valve and the second radiator; and a fourth temperature detection component disposed on the driving motor heat exchange circuit between the second water pump and the second radiator.

[0015] Further, the vehicle thermal management system comprises a third water pump disposed on the power battery thermal management circuit to drive the flow of the liquid in the power battery thermal management circuit.

[0016] Further, the vehicle thermal management system comprises: a heating device disposed on the heating circuit to heat the liquid in the heating circuit; and a refrigeration device disposed on the refrigeration circuit to refrigerate the liquid in the refrigeration circuit.

[0017] According to a second aspect of the present application, a vehicle is provided, comprising the above-mentioned vehicle thermal management system.

[0018] According to a third aspect of the present application, a vehicle thermal management method is provided for the vehicle described above, the vehicle thermal management method comprising a fuel cell stack thermal management method, the fuel cell stack thermal management method comprising: obtaining a real-time temperature T01 of the fuel cell stack when the vehicle is in a discharging process or a charging process, and determining a size relationship between T01 and a first preset temperature T1 and a second preset temperature T2; when T01 > T1, controlling the vehicle thermal management system to enter a fuel cell stack cooling mode, starting the first water pump, controlling the liquid in the fuel cell stack thermal management loop to flow in sequence through the first three-way valve, the first radiator, the first water pump, the second three-way valve and the fuel cell stack, and controlling the cooling effect on the fuel cell stack by controlling the rotation speed of the first water pump and the rotation speed of the first fan, or controlling the liquid in the fuel cell stack thermal management loop to flow in sequence through the first three-way valve, the first water pump, the second three-way valve, the heat exchanger and the fuel cell stack to cool the fuel cell stack thermal management loop through the refrigeration loop; when T1 ≥ T01 ≥ T2, controlling the vehicle thermal management system to enter a fuel cell stack uniform heating mode, starting the first water pump, and controlling the liquid in the fuel cell stack thermal management loop to flow in sequence through the first three-way valve, the first water pump, the second three-way valve, the heat exchanger and the fuel cell stack; and when T01 < T2, controlling the vehicle thermal management system to enter a fuel cell stack heating mode, starting the first water pump, and controlling the liquid in the fuel cell stack thermal management loop to flow in sequence through the first three-way valve, the first water pump, the second three-way valve, the heat exchanger and the fuel cell stack to exchange heat between the fuel cell stack thermal management loop and at least one of the drive motor thermal management loop, the power battery thermal management loop and the heating loop to heat the liquid in the fuel cell stack thermal management loop.

[0019] Further, when the fuel cell stack thermal management loop is controlled to exchange heat with at least one of the drive motor thermal management loop, the power battery thermal management loop and the heating loop to heat the liquid in the fuel cell stack thermal management loop, the fuel cell stack thermal management method comprises: determining whether the heating loop is heating the liquid in the power battery thermal management loop; and when the heating loop is heating the liquid in the power battery thermal management loop, controlling the fuel cell stack thermal management loop to exchange heat with the heating loop to heat the liquid in the fuel cell stack thermal management loop through the heating loop.

[0020] Further, the fuel cell stack thermal management method comprises: when the heating circuit does not heat the liquid in the power battery thermal management circuit, acquiring the real-time temperature T02 of the drive motor thermal management circuit and the real-time temperature T03 of the power battery thermal management circuit, and determining the size relationship among T01, T02 and T03; when T02>T03>T01, controlling the fuel cell stack thermal management circuit and the drive motor thermal management circuit to exchange heat, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit; when T03>T02>T01, controlling the fuel cell stack thermal management circuit and the power battery thermal management circuit to exchange heat, so as to heat the liquid in the fuel cell stack thermal management circuit through the power battery thermal management circuit; and when T01 is less than the third preset temperature T3, controlling the fuel cell stack thermal management circuit, the drive motor thermal management circuit and the power battery thermal management circuit to exchange heat at the same time, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit and the power battery thermal management circuit.

[0021] Further, the vehicle thermal management method comprises the drive motor thermal management method, and the drive motor thermal management method comprises: determining whether the vehicle is in a driving state; when the vehicle is not in the driving state, determining whether the vehicle is in a charging state; when the vehicle is in the charging state, controlling the liquid in the drive motor thermal management circuit to circulate and flowing, and adjusting the rotating speed of the second water pump and the rotating speed of the second fan in the drive motor thermal management circuit according to the real-time temperature of the on-board charger, so as to ensure that the on-board charger works in a suitable temperature range; and when the vehicle is in the driving state, acquiring the real-time temperatures of each high-voltage component in the vehicle, and controlling the rotating speed of the second water pump and the rotating speed of the second fan according to the highest real-time temperature among the real-time temperatures of each high-voltage component, so as to ensure that each high-voltage component works in a suitable temperature range.

[0022] Further, the vehicle thermal management method includes a power battery thermal management method, the power battery thermal management method comprising: when the vehicle is in a discharging process or a charging process, acquiring a real-time temperature point T04 of the power battery, and judging a size relationship between T04 and a fourth preset temperature T4 and a fifth preset temperature T5; when T04 > T4, controlling the vehicle thermal management system to enter a power battery cooling mode, starting the third water pump, controlling the liquid in the power battery thermal management loop to circulate and pass through the third water pump, the power battery, the fifth three-way valve and the heat exchanger in turn, and making the power battery thermal management loop exchange heat with the refrigeration loop, so as to cool the liquid in the power battery thermal management loop through the refrigeration loop; when T4 ≥ T04 ≥ T5, controlling the vehicle thermal management system to enter a power battery uniform heating mode, starting the third water pump, and controlling the liquid in the power battery thermal management loop to circulate and pass through the third water pump, the power battery, the fifth three-way valve and the heat exchanger in turn; and when T04 < T5, controlling the vehicle thermal management system to enter a power battery heating mode, starting the third water pump, and controlling the liquid in the power battery thermal management loop to circulate and pass through the third water pump, the power battery, the fifth three-way valve and the heat exchanger in turn, so that the power battery thermal management loop exchanges heat with at least one of the fuel cell stack thermal management loop, the drive motor thermal management loop and the heating loop, so as to heat the liquid in the fuel cell stack thermal management loop.

[0023] Further, the power battery thermal management method comprises: acquiring a real-time temperature T05 in the fuel cell stack thermal management loop and a real-time temperature T02 in the drive motor thermal management loop, and judging a size relationship among T02, T04 and T05; when T05 = T02 = T04, controlling the power battery thermal management loop to exchange heat with the heating loop, so as to heat the liquid in the power battery thermal management loop through the heating loop; when T02 > T05 > T04, controlling the power battery thermal management loop to exchange heat with the drive motor thermal management loop, so as to heat the liquid in the power battery thermal management loop through the drive motor thermal management loop; when T05 > T02 > T04, controlling the power battery thermal management loop to exchange heat with the fuel cell stack thermal management loop, so as to heat the liquid in the power battery thermal management loop through the fuel cell stack thermal management loop; and when T04 is less than a sixth preset temperature T6, controlling the power battery thermal management loop to exchange heat with the drive motor thermal management loop and the fuel cell stack thermal management loop, so as to heat the liquid in the power battery thermal management loop through the drive motor thermal management loop and the fuel cell stack thermal management loop.

[0024] The vehicle thermal management system of the present application comprises: a fuel cell stack, a power battery, a driving motor and a heat exchanger; a fuel cell stack thermal management circuit passing through the fuel cell stack and the heat exchanger to exchange heat with the fuel cell stack; a driving motor thermal management circuit passing through the driving motor and the heat exchanger to dissipate heat for the driving motor; a power battery thermal management circuit passing through the power battery and the heat exchanger to exchange heat with the power battery; a heating circuit passing through the heat exchanger; a refrigeration circuit passing through the heat exchanger; wherein any two of the fuel cell stack thermal management circuit, the driving motor thermal management circuit, the power battery thermal management circuit, the heating circuit and the refrigeration circuit can exchange heat at the heat exchanger. In this way, the vehicle thermal management system of the present application can control the vehicle thermal management system according to the real-time temperature of each component to manage the heat of the fuel cell system, the driving motor, the power battery and each high-voltage component of the vehicle, realize the reuse of waste heat of each component, reduce some redundant components in the vehicle thermal management system of the prior art, reduce the cost and weight of the vehicle, realize more accurate and efficient energy management, reduce the energy consumption required for thermal management of the vehicle, improve the cruising range of the vehicle, and solve the problem of excessive energy consumption of the fuel cell vehicle thermal management system in the prior art. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which form a part of the specification, are included to provide a further understanding of the application and are incorporated herein in conjunction with the description of the application. In the drawings:

[0026] Figure 1 A structure schematic diagram of an embodiment of the vehicle thermal management system according to the present application is shown;

[0027] Figure 2 A flow chart when exchanging heat with the fuel cell stack in the vehicle thermal management method according to the present application is shown;

[0028] Figure 3 A flow chart when exchanging heat with the driving motor and high-voltage components in the vehicle thermal management method according to the present application is shown;

[0029] Figure 4 A flow chart when exchanging heat with the power battery in the vehicle thermal management method according to the present application is shown.

[0030] Among the above-mentioned drawings, the following reference signs are included:

[0031] 1, fuel cell stack; 2, drive motor; 3, power battery; 4, heat exchanger; 5, first water pump; 6, first water tank; 7, first radiator; 8, first fan; 9, first three-way valve; 10, second three-way valve; 11, first temperature detection component; 12, second temperature detection component; 13, second water pump; 14, second water tank; 15, second radiator; 16, second fan; 17, high-voltage component; 18, third three-way valve; 19, fourth three-way valve; 20, fifth three-way valve; 21, third temperature detection component; 22, fourth temperature detection component; 23, third water pump; 24, heating device; 25, refrigeration device;

[0032] 100, fuel cell stack heat exchange circuit; 200, drive motor heat exchange circuit; 300, power battery thermal management circuit; 400, heating circuit; 500, refrigeration circuit; 600, first heat exchange circuit; 700, second heat exchange circuit. DETAILED DESCRIPTION

[0033] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0034] As shown in Figure 1 The present application provides a vehicle thermal management system, comprising: a fuel cell stack 1, a power battery 3, a drive motor 2 and a heat exchanger 4; a fuel cell stack thermal management circuit passing through the fuel cell stack 1 and the heat exchanger 4 to exchange heat with the fuel cell stack 1; a drive motor thermal management circuit passing through the drive motor 2 and the heat exchanger 4 to dissipate heat for the drive motor 2; a power battery thermal management circuit 300 passing through the power battery 3 and the heat exchanger 4 to exchange heat with the power battery 3; a heating circuit 400 passing through the heat exchanger 4; a refrigeration circuit 500 passing through the heat exchanger 4; wherein any two of the fuel cell stack thermal management circuit, the drive motor thermal management circuit, the power battery thermal management circuit 300, the heating circuit 400 and the refrigeration circuit 500 can exchange heat at the heat exchanger 4.

[0035] In this way, the vehicle thermal management system of the present application can control the vehicle thermal management system according to the real-time temperature of each component to manage the heat of the fuel cell system, the drive motor, the power battery and each high-voltage component of the vehicle, realize the reuse of waste heat of each component, reduce some redundant components in the vehicle thermal management system in the prior art, reduce the cost and weight of the vehicle, realize more accurate and efficient energy management, reduce the energy consumption required for thermal management of the vehicle, improve the cruising range of the vehicle, and solve the problem of excessive energy consumption of the fuel cell vehicle thermal management system in the prior art.

[0036] AsFigure 1 As shown, the fuel cell stack thermal management circuit includes a fuel cell stack heat exchange circuit 100 and a first heat exchange circuit 600. The fuel cell stack heat exchange circuit 100 passes through the fuel cell stack 1, and both ends of the first heat exchange circuit 600 are connected to the fuel cell stack heat exchange circuit 100. The first heat exchange circuit 600 passes through the heat exchanger 4; the drive motor thermal management circuit includes a drive motor heat exchange circuit 200 and a second heat exchange circuit 700. The drive motor heat exchange circuit 200 passes through the drive motor 2, and both ends of the second heat exchange circuit 700 are connected to the drive motor heat exchange circuit 200. The second heat exchange circuit 700 passes through the heat exchanger 4.

[0037] like Figure 1 As shown, the second heat exchange loop 700 is connected to the power battery thermal management loop 300 , and the fuel cell stack heat exchange loop 100 can directly supply hot liquid to the power battery thermal management loop 300 through the second heat exchange loop 700 to heat the power battery thermal management loop 300 .

[0038] like Figure 1 As shown, the vehicle thermal management system includes: a first water pump 5, which is arranged on the fuel cell stack heat exchange circuit 100 to drive the flow of liquid in the fuel cell stack heat exchange circuit 100; a first water tank 6, which is connected to the fuel cell stack heat exchange circuit 100 to supply liquid to the fuel cell stack heat exchange circuit 100; a first radiator 7, which is arranged on the fuel cell stack heat exchange circuit 100 and is located between the inlet of the first water pump 5 and the fuel cell stack 1; a first fan 8, which is located on one side of the first radiator 7 and is arranged toward the first radiator 7 to dissipate heat for the first radiator 7; wherein, the first radiator 7 is connected to the first water tank 6 to exhaust air to the first water tank 6.

[0039] Specifically, the first water tank 6 is an expansion water tank.

[0040] like Figure 1 As shown, the vehicle thermal management system includes: a first three-way valve 9, which is arranged on the fuel cell stack heat exchange circuit 100, the first end of the first three-way valve 9 is connected to the outlet of the fuel cell stack 1, the second end of the first three-way valve 9 is connected to the inlet of the first radiator 7, and the third end of the first three-way valve 9 is connected to the inlet of the first water pump 5; a second three-way valve 10, which is arranged on the fuel cell stack heat exchange circuit 100, the first end of the second three-way valve 10 is connected to the inlet of the fuel cell stack 1, the second end of the second three-way valve 10 is connected to the outlet of the first water pump 5 and the third end of the first three-way valve 9, the third end of the second three-way valve 10 is connected to the inlet of the first heat exchange circuit 600, and the outlet of the first heat exchange circuit 600 is connected to the pipeline between the second three-way valve 10 and the fuel cell stack 1.

[0041] Specifically, the first three-way valve 9 and the second three-way valve 10 are both solenoid valves.

[0042] As shown in Figure 1 The vehicle thermal management system comprises: a first temperature detection component 11 arranged on the fuel cell stack heat exchange circuit 100 and located at the inlet of the fuel cell stack 1; and a second temperature detection component 12 arranged on the fuel cell stack heat exchange circuit 100 and located at the outlet of the fuel cell stack 1.

[0043] As shown in Figure 1 The vehicle thermal management system comprises: a second water pump 13 arranged on the drive motor heat exchange circuit 200 to drive the flow of liquid in the drive motor heat exchange circuit 200; a second water tank 14 connected to the fuel cell stack heat exchange circuit 100 to supply liquid to the fuel cell stack heat exchange circuit 100; a second radiator 15 arranged on the drive motor heat exchange circuit 200 and located on the side of the outlet of the second water pump 13 close to the drive motor 2; a second fan 16 located on the side of the second radiator 15 and arranged towards the second radiator 15 to dissipate heat from the second radiator 15; and high-voltage components arranged on the drive motor heat exchange circuit 200 and located between the second water pump 13 and the drive motor 2; wherein the second radiator 15 is connected to the second water tank 14 to exhaust air to the second water tank 14.

[0044] Specifically, the second water tank 14 is an expansion water tank.

[0045] As shown in Figure 1 The vehicle thermal management system comprises: a third three-way valve 18 arranged on the drive motor heat exchange circuit 200, a first end of the third three-way valve 18 being in communication with the outlet of the second water pump 13, a second end of the third three-way valve 18 being in communication with the inlet of the second radiator 15, and a third end of the third three-way valve 18 being in communication with the inlet of the second heat exchange circuit 700; a fourth three-way valve 19 arranged on the second heat exchange circuit 700 and located between the third end of the third three-way valve 18 and the heat exchanger 4, and the fourth three-way valve 19 being in communication with the power battery thermal management circuit 300; and a fifth three-way valve 20 arranged on the power battery thermal management circuit 300 close to the inlet of the heat exchanger 4, and the fifth three-way valve 20 being in communication with the outlet of the second heat exchange circuit 700.

[0046] Specifically, the third three-way valve 18, the fourth three-way valve 19 and the fifth three-way valve 20 are all solenoid valves.

[0047] As shown in Figure 1 The vehicle thermal management system comprises: a third temperature detection component 21 arranged on the drive motor heat exchange circuit 200 and located between the third three-way valve 18 and the second radiator 15; and a fourth temperature detection component 22 arranged on the drive motor heat exchange circuit 200 and located between the second water pump 13 and the second radiator 15.

[0048] As shown in Figure 1As shown, the vehicle thermal management system comprises a third water pump 23 arranged on the power battery thermal management circuit 300 to drive the flow of liquid in the power battery thermal management circuit 300.

[0049] As shown, Figure 1 As shown, the vehicle thermal management system comprises a heating device 24 arranged on the heating circuit 400 to heat the liquid in the heating circuit 400; and a refrigeration device 25 arranged on the refrigeration circuit 500 to refrigerate the liquid in the refrigeration circuit 500.

[0050] The present application provides a vehicle comprising the above-mentioned vehicle thermal management system.

[0051] As shown, Figure 2 to Figure 4 The present application also provides a vehicle thermal management method applicable to the above-mentioned vehicle, which comprises a fuel cell stack thermal management method, the fuel cell stack thermal management method comprising: when the vehicle is in a discharging process or a charging process, obtaining a real-time temperature T01 of the fuel cell stack 1, and determining the size relationship between T01 and a first preset temperature T1 and a second preset temperature T2; when T01>T1, controlling the vehicle thermal management system to enter a fuel cell stack cooling mode, starting the first water pump 5, controlling the liquid in the fuel cell stack thermal management circuit to circulate and pass through the first three-way valve 9, the first radiator 7, the first water pump 5, the second three-way valve 10 and the fuel cell stack 1 in sequence, and controlling the cooling effect on the fuel cell stack 1 by controlling the rotation speed of the first water pump 5 and the rotation speed of the first fan 8, or controlling the liquid in the fuel cell stack thermal management circuit to circulate and pass through the first three-way valve 9, the first water pump 5, the second three-way valve 10, the heat exchanger 4 and the fuel cell stack 1 in sequence to cool the fuel cell stack thermal management circuit through the refrigeration circuit 500; when T1≥T01≥T2, controlling the vehicle thermal management system to enter a fuel cell stack uniform heating mode, starting the first water pump 5, and controlling the liquid in the fuel cell stack thermal management circuit to circulate and pass through the first three-way valve 9, the first water pump 5, the second three-way valve 10, the heat exchanger 4 and the fuel cell stack 1 in sequence; when T01

[0052] As shown, Figure 2As shown, when controlling the fuel cell stack thermal management circuit to perform heat exchange with at least one of the drive motor thermal management circuit, the power battery thermal management circuit 300, and the heating circuit 400 to heat the liquid in the fuel cell stack thermal management circuit, the fuel cell stack thermal management method includes: judging whether the heating circuit 400 is heating the liquid in the power battery thermal management circuit 300; when the heating circuit 400 heats the liquid in the power battery thermal management circuit 300, controlling the fuel cell stack thermal management circuit to perform heat exchange with the heating circuit 400 to heat the liquid in the fuel cell stack thermal management circuit through the heating circuit 400.

[0053] like Figure 2 As shown, the fuel cell stack thermal management method includes: when the heating circuit 400 does not heat the liquid in the power battery thermal management circuit 300, obtaining the real-time temperature T02 of the drive motor thermal management circuit and the real-time temperature T03 of the power battery thermal management circuit 300, and judging the size relationship between T01, T02 and T03; when T02>T03>T01, controlling the fuel cell stack thermal management circuit and the drive motor thermal management circuit to perform heat exchange, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit; when T03>T02>T01, controlling the fuel cell stack thermal management circuit and the power battery thermal management circuit 300 to perform heat exchange, so as to heat the liquid in the fuel cell stack thermal management circuit through the power battery thermal management circuit 300; when T01 is less than the third preset temperature T3, controlling the fuel cell stack thermal management circuit and the drive motor thermal management circuit and the power battery thermal management circuit 300 to perform heat exchange at the same time, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit and the power battery thermal management circuit 300.

[0054] Specifically, the fuel cell system controller (i.e., FCU) determines the thermal load state of the fuel cell system based on the real-time temperature T01 of the fuel cell stack 1 to control the operating state of the fuel cell stack thermal management circuit. The fuel cell stack thermal management method of the present invention is as follows:

[0055] (1) Fuel cell stack cooling

[0056] Driving condition cooling: when the real-time temperature T01 of the fuel cell stack 1 is greater than the first preset temperature T1, the fuel cell system controller (i.e. FCU) takes the duty cycle corresponding to the real-time temperature T01 of the fuel cell stack 1 to control the rotation speed of the first water pump 5 and the rotation speed of the first fan 8. At the same time, the vehicle controller judges whether the power battery 3 is in a cooling state, when the power battery is in the cooling state, the first three-way valve 9 and the second three-way valve 10 are controlled to act, so that the circuit in which the first three-way valve 9, the first water pump 5, the second three-way valve 10, the heat exchanger 4 and the fuel cell stack 1 are located is communicated, so that the fuel cell stack thermal management circuit is refrigerated by the refrigeration circuit 500, and the cooling effect on the fuel cell stack 1 is controlled by controlling the rotation speed of the first water pump 5 and the rotation speed of the refrigeration fan in the refrigeration device 25 in the refrigeration circuit 500, so that the fuel cell stack 1 is in a suitable working temperature range; when the power battery 3 is not in the cooling state, the first three-way valve 9 and the second three-way valve 10 are controlled to act, so that the circuit in which the first three-way valve 9, the first radiator 7, the first water pump 5, the second three-way valve 10 and the fuel cell stack 1 are located is communicated, and the cooling effect on the fuel cell stack 1 is controlled by controlling the rotation speed of the first water pump 5 and the rotation speed of the first fan 8, so that the fuel cell stack 1 is in a suitable working temperature range.

[0057] Other condition cooling: after the vehicle driving ends, the fuel cell system controller needs to control the first water pump 5 and the first fan 8 in the fuel cell stack thermal management circuit in a delayed working state to avoid a large temperature rise in a certain area of the fuel cell stack 1 in a short time.

[0058] In addition, when the fuel cell system controller judges that the real-time temperature T01 reported by the fuel cell stack 1 on the CAN (controller area network) exceeds the maximum allowable temperature, the vehicle enters a fault mode, the fuel cell system controller limits the output power of the fuel cell stack 1, the vehicle instrument displays a power limitation indicator light, and the first water pump 5 and the first fan 8 in the fuel cell stack thermal management circuit remain unchanged at the rotation speed of the last working condition.

[0059] (2) Fuel cell stack heat uniformity

[0060] Heat uniformity mode: when T01 is between the first preset temperature T1 and the second preset temperature T2, the first three-way valve 9 and the second three-way valve 10 in the fuel cell stack thermal management circuit are controlled to act, so that the circuit in which the first three-way valve 9, the first water pump 5, the second three-way valve 10, the heat exchanger 4 and the fuel cell stack 1 are located is communicated, to ensure the circulation of the liquid in the fuel cell stack thermal management circuit, thereby avoiding the accumulation of heat in the fuel cell stack 1.

[0061] (3) Fuel cell stack heating

[0062] During discharging and charging of the vehicle, the fuel cell system controller determines whether the fuel cell system needs to be heated according to the real-time temperature T01 of the fuel cell stack 1; when the real-time temperature T01 of the fuel cell stack 1 is less than the second preset temperature T2, a heating signal is sent to the vehicle controller, and the vehicle controller controls the first three-way valve 9 and the second three-way valve 10 in the fuel cell stack thermal management circuit to act according to the heating signal fed back by the fuel cell system, so that the first three-way valve 9, the first water pump 5, the second three-way valve 10, the heat exchanger 4 and the circuit in which the fuel cell stack 1 is located are communicated, and at least one of the drive motor thermal management circuit, the power battery thermal management circuit 300 and the heating circuit 400 is driven to heat the fuel cell stack thermal management circuit, so as to heat the fuel cell stack 1 and make the fuel cell stack 1 work in a suitable temperature range.

[0063] Heater heating mode: when the heating circuit 400 heats the liquid in the power battery thermal management circuit 300, the fuel cell stack thermal management circuit is controlled to exchange heat with the heating circuit 400, so as to heat the liquid in the fuel cell stack thermal management circuit through the heating circuit 400. In addition, when the real-time temperature T02 of the drive motor thermal management circuit and the real-time temperature T03 of the power battery thermal management circuit 300 are higher than the real-time temperature T01 of the fuel cell stack 1, the heater heating mode is exited.

[0064] Drive motor thermal management circuit heating mode: when the real-time temperature T02 of the drive motor thermal management circuit is greater than the real-time temperature T03 of the power battery thermal management circuit 300, and the real-time temperature T03 of the power battery thermal management circuit 300 is greater than the real-time temperature T01 of the fuel cell stack 1, the fuel cell stack thermal management circuit is controlled to exchange heat with the drive motor thermal management circuit, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit. In addition, when the real-time temperature T03 of the power battery thermal management circuit 300 is greater than the real-time temperature T02 of the drive motor thermal management circuit, the drive motor thermal management circuit heating mode is exited.

[0065] Power battery thermal management circuit heating mode: when the real-time temperature T03 of the power battery thermal management circuit 300 is greater than the real-time temperature T02 of the drive motor thermal management circuit, and the real-time temperature T02 of the drive motor thermal management circuit is greater than the real-time temperature T01 of the fuel cell stack 1, the fuel cell stack thermal management circuit is controlled to exchange heat with the power battery thermal management circuit 300, so as to heat the liquid in the fuel cell stack thermal management circuit through the power battery thermal management circuit 300. In addition, when the real-time temperature T02 of the drive motor thermal management circuit is greater than the real-time temperature T03 of the power battery thermal management circuit 300, the drive motor thermal management circuit heating mode is exited.

[0066] Mixed heating mode: when the real-time temperature T01 of the fuel cell stack 1 is less than the third preset temperature T3, the fuel cell stack thermal management circuit is controlled to exchange heat with the drive motor thermal management circuit and the power battery thermal management circuit 300, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit and the power battery thermal management circuit 300.

[0067] As shown in Figure 3 The vehicle thermal management method includes a drive motor thermal management method, which includes: judging whether the vehicle is in a running state; when the vehicle is not in the running state, judging whether the vehicle is in a charging state; when the vehicle is in the charging state, controlling the liquid in the drive motor thermal management circuit to circulate and flowing, and adjusting the rotation speed of the second water pump 13 and the rotation speed of the second fan 16 in the drive motor thermal management circuit according to the real-time temperature of the on-board charger, so as to ensure that the on-board charger works in a suitable temperature range; when the vehicle is in the running state, obtaining the real-time temperature of each high-voltage component 17 in the vehicle, and controlling the rotation speed of the second water pump 13 and the rotation speed of the second fan 16 according to the highest real-time temperature in the real-time temperature of each high-voltage component 17, so as to ensure that each high-voltage component 17 works in a suitable temperature range.

[0068] Among them, each high-voltage component 17 in the vehicle includes all high-voltage components in the vehicle that need to be thermally managed, which are collectively referred to here, and will not be described in detail, and the series and parallel connection mode of these high-voltage components will not be discussed here.

[0069] The fuel cell stack thermal management method of the application is as follows:

[0070] (1) Running condition cooling

[0071] The vehicle controller controls the rotation speed of the second water pump 13 and the rotation speed of the second fan 16 in the drive motor thermal management circuit according to the duty cycle corresponding to the highest real-time temperature in the real-time temperature of each high-voltage component, so as to ensure that each high-voltage component 17 works in a suitable temperature range.

[0072] (2) Charging condition cooling

[0073] In the charging condition, only the on-board charger (i.e. OBC) of the high-voltage component is working, so the vehicle controller adjusts the rotation speed of the second water pump 13 and the rotation speed of the second fan 16 in the drive motor thermal management circuit according to the real-time temperature of the on-board charger, so as to ensure that the on-board charger works in a suitable temperature range.

[0074] (3) Other condition cooling

[0075] When the whole vehicle is driving or the charging is finished, the whole vehicle controller needs to control the second water pump 13 and the second fan 16 in the drive motor thermal management loop to delay the working state, so as to avoid that a certain area in the interior has a large temperature rise in a short time.

[0076] Note: When the whole vehicle controller judges that the temperature of each high-voltage component 17 reported in the CAN network exceeds the maximum allowable temperature, the whole vehicle enters a fault mode, the whole vehicle controller limits the power of the whole vehicle, the instrument of the vehicle displays the power limiting indicator light, and the second water pump 13 and the second fan 16 keep the same speed as the last working condition.

[0077] As shown in Figure 4 The vehicle thermal management method includes a power battery thermal management method, which includes: when the vehicle is in a discharging process or a charging process, an real-time temperature point T04 of the power battery 3 is obtained, and the size relationship between T04 and a fourth preset temperature T4 and a fifth preset temperature T5 is judged; when T04>T4, the vehicle thermal management system is controlled to enter a power battery cooling mode, the third water pump 23 is started, the liquid in the power battery thermal management loop 300 is controlled to circulate and pass through the third water pump 23, the power battery 3, the fifth three-way valve 20 and the heat exchanger 4 in turn, and the power battery thermal management loop 300 is made to exchange heat with the refrigeration loop 500, so as to cool the liquid in the power battery thermal management loop 300 through the refrigeration loop 500; when T4≥T04≥T5, the vehicle thermal management system is controlled to enter a power battery uniform heating mode, the third water pump 23 is started, and the liquid in the power battery thermal management loop 300 is controlled to circulate and pass through the third water pump 23, the power battery 3, the fifth three-way valve 20 and the heat exchanger 4 in turn; when T04

[0078] As shown in Figure 4As shown, the power battery thermal management method comprises: acquiring real-time temperature T05 in the fuel cell stack thermal management loop and real-time temperature T02 in the driving motor thermal management loop, and judging the size relationship among T02, T04 and T05; when T05=T02=T04, controlling the power battery thermal management loop 300 to exchange heat with the heating loop 400, so as to heat the liquid in the power battery thermal management loop 300 through the heating loop 400; when T02>T05>T04, controlling the power battery thermal management loop 300 to exchange heat with the driving motor thermal management loop, so as to heat the liquid in the power battery thermal management loop 300 through the driving motor thermal management loop; when T05>T02>T04, controlling the power battery thermal management loop 300 to exchange heat with the fuel cell stack thermal management loop, so as to heat the liquid in the power battery thermal management loop 300 through the fuel cell stack thermal management loop; and when T04 is less than the sixth preset temperature T6, controlling the power battery thermal management loop 300 to exchange heat with the driving motor thermal management loop and the fuel cell stack thermal management loop, so as to heat the liquid in the power battery thermal management loop 300 through the driving motor thermal management loop and the fuel cell stack thermal management loop.

[0079] Specifically, the power battery management system controller (i.e. BMS) judges the thermal load state of the power battery management system according to the real-time temperature T04 of the power battery 3, and the power battery thermal management method of the application is as follows:

[0080] (1) Power battery cooling

[0081] When the real-time temperature T04 of the power battery 3 is greater than the fourth preset temperature T4, the third water pump 23 is started, the liquid in the power battery thermal management loop 300 is controlled to circulate and flow through the third water pump 23, the power battery 3, the fifth three-way valve 20 and the heat exchanger 4 in turn, and the power battery thermal management loop 300 exchanges heat with the refrigeration loop 500, so as to cool the liquid in the power battery thermal management loop 300 through the refrigeration loop 500. At the same time, the vehicle controller adjusts the opening and closing of the battery cooling loop water pump, the fan gear of the refrigeration device and the working state of the compressor according to different temperature points of the battery, so as to ensure that the power battery 3 works in an appropriate temperature range.

[0082] In addition, after the power battery cooling is completed, the power battery management system controller needs to control the delayed working state of the third water pump 23 in the power battery thermal management loop 300 and the fan in the refrigeration device 25, so as to avoid that a certain area of the power battery 3 has a large temperature rise in a short time.

[0083] (2) Power battery uniform heating

[0084] Uniform heating mode: when the real-time temperature T04 of the power battery 3 is between the fourth preset temperature T4 and the fifth preset temperature T5, the vehicle thermal management system is controlled to enter the power battery uniform heating mode, the third water pump 23 is started, and the fourth three-way valve 19 and the fifth three-way valve 20 are controlled to act, so that the third water pump 23, the power battery 3, the fifth three-way valve 20 and the heat exchanger 4 are communicated, to ensure the circulation flow of the liquid in the brake power battery thermal management circuit 300, thereby avoiding the accumulation of heat rising.

[0085] (3) Power battery heating

[0086] The power battery management system (BMS) monitors the battery temperature by the temperature sensor arranged in the power battery 3 to determine whether the power battery 3 needs to be heated. When the real-time temperature T04 of the power battery 3 is less than the fifth preset temperature T5, the power battery management system controller sends a heating signal to the vehicle controller, and the vehicle controller determines to start which heating mode according to the real-time temperature of the power battery 3.

[0087] Heater heating mode: when the real-time temperature T05 in the fuel cell stack thermal management circuit, the real-time temperature T02 in the drive motor thermal management circuit and the real-time temperature T04 of the power battery 3 are equal (the basic error is within 3 degrees Celsius), the power battery thermal management circuit 300 is controlled to exchange heat with the heating circuit 400, so as to heat the liquid in the power battery thermal management circuit 300 through the heating circuit 400. In addition, when the real-time temperature T02 of the drive motor thermal management circuit and the real-time temperature T05 of the fuel cell stack thermal management circuit are higher than the real-time temperature T04 of the power battery 3, the heater heating mode is exited.

[0088] Drive motor thermal management circuit heating mode: when the real-time temperature T02 in the drive motor thermal management circuit is greater than the real-time temperature T05 in the fuel cell stack thermal management circuit, and the real-time temperature T05 in the fuel cell stack thermal management circuit is greater than the real-time temperature T04 of the power battery 3, the power battery thermal management circuit 300 is controlled to exchange heat with the drive motor thermal management circuit, so as to heat the liquid in the power battery thermal management circuit 300 through the drive motor thermal management circuit. In addition, when the real-time temperature T03 of the fuel cell stack thermal management circuit is greater than the real-time temperature T02 of the drive motor thermal management circuit, the drive motor thermal management circuit heating mode is exited.

[0089] When the real-time temperature T05 in the fuel cell stack thermal management loop is greater than the real-time temperature T02 in the driving motor thermal management loop, and the real-time temperature T02 in the driving motor thermal management loop is greater than the real-time temperature T04 of the power battery 3, the power battery thermal management loop 300 and the fuel cell stack thermal management loop are controlled to heat the liquid in the power battery thermal management loop 300 through the fuel cell stack thermal management loop. In addition, when the real-time temperature T02 of the driving motor thermal management loop is greater than the real-time temperature T03 of the fuel cell stack thermal management loop, the driving motor thermal management loop heating mode is exited.

[0090] When the real-time temperature T04 of the power battery 3 is less than the sixth preset temperature T6, the power battery thermal management loop 300 is controlled to exchange heat with the driving motor thermal management loop and the fuel cell stack thermal management loop to heat the liquid in the power battery thermal management loop 300 through the driving motor thermal management loop and the fuel cell stack thermal management loop.

[0091] From the above description, it can be seen that the above-mentioned embodiments of the present application achieve the following technical effects:

[0092] The vehicle thermal management system of the present application comprises a fuel cell stack 1, a power battery 3, a driving motor 2 and a heat exchanger 4; a fuel cell stack thermal management loop passing through the fuel cell stack 1 and the heat exchanger 4 to exchange heat with the fuel cell stack 1; a driving motor thermal management loop passing through the driving motor 2 and the heat exchanger 4 to dissipate heat from the driving motor 2; a power battery thermal management loop 300 passing through the power battery 3 and the heat exchanger 4 to exchange heat with the power battery 3; a heating loop 400 passing through the heat exchanger 4; a refrigeration loop 500 passing through the heat exchanger 4; wherein any two of the fuel cell stack thermal management loop, the driving motor thermal management loop, the power battery thermal management loop 300, the heating loop 400 and the refrigeration loop 500 can exchange heat at the heat exchanger 4. In this way, the vehicle thermal management system of the present application can control the vehicle thermal management system according to the real-time temperature of each component to thermally manage each high-voltage component of the fuel cell system, the driving motor, the power battery and the vehicle, realize the reuse of waste heat of each component, reduce some redundant components in the vehicle thermal management system in the prior art, reduce the cost and weight of the vehicle, realize more precise and efficient energy management, reduce the energy consumption required for thermal management of the vehicle, improve the cruising range of the vehicle, and solve the problem of excessive energy consumption of the fuel cell vehicle thermal management system in the prior art.

[0093] It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, devices, components and / or combinations thereof, but do not preclude the presence or addition of one or more other features, steps, operations, devices, components and / or combinations thereof.

[0094] The relative arrangement of components and steps, numerical expressions, and numerical values set forth in the examples are not intended to limit the scope of the present application unless otherwise specifically stated. It is to be understood that the drawings are not necessarily to scale of the various parts shown in the drawings. Techniques, methods, and apparatus known to those of ordinary skill are not discussed in detail because they would be understood that the techniques, methods, and apparatus are to be considered part of the specification. In all examples shown and discussed herein, any specific value is to be interpreted as illustrative only and not as a limitation. Thus, other examples of the example embodiments can have different values. It is noted that like numbers and letters on the figures identify like parts throughout the disclosure, and thus, once an item is defined in one figure, it is not necessary to discuss it further in connection with other figures unless explicitly stated to do so.

[0095] In the description of the present application, it is to be understood that the orientation or positional relationships indicated by orientation words such as "front, back, upper, lower, left, right", "horizontal, vertical, perpendicular, horizontal" and "top, bottom" are generally based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Without the opposite indication, these orientation words do not indicate and imply that the indicated device or element must have a particular orientation or be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the scope of protection of the present application. The orientation words "inner, outer" refer to the inner and outer relative to the contour of the components themselves.

[0096] For purposes of the description hereinafter, the terms "upper", "lower", "right", "left", "rear", "front", "vertical" and "horizontal" as can be perceived herein relative to the accompanying drawings refer to the orientation of the components being described. However, it is to be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device described herein relative to the other device or structure is inverted, then a spatially relative term such as "above" can be interpreted as meaning "below" or "below" can be interpreted as meaning "above". The device can also be oriented in other ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. The devices can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0097] In addition, it should be pointed out that the use of "first", "second" and the like words to define parts, only for the convenience of the corresponding parts to be distinguished, such as no other declaration, the above words have no special meaning, therefore can not be understood as limiting the scope of the present application.

[0098] The above only the preferred embodiments of the present application, and is not intended to limit the present application, for those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application, should be included in the scope of protection of the present application.

Claims

1. A vehicle thermal management method, characterized in that: Applicable to a vehicle, the vehicle including a vehicle thermal management system, the vehicle thermal management system including: Fuel cell stack (1), power battery (3), drive motor (2) and heat exchanger (4); A fuel cell stack thermal management circuit, passing through the fuel cell stack (1) and the heat exchanger (4); A drive motor thermal management circuit, passing through the drive motor (2) and the heat exchanger (4); A power battery thermal management loop (300), passing through the power battery (3) and the heat exchanger (4); A heating circuit (400) passing through the heat exchanger (4); A refrigeration circuit (500) passing through the heat exchanger (4); Wherein, heat exchange can be performed between any two of the fuel cell stack thermal management circuit, the drive motor thermal management circuit, the power battery thermal management circuit (300), the heating circuit (400), and the refrigeration circuit (500) at the heat exchanger (4); The fuel cell stack heat management circuit comprises a fuel cell stack heat exchange circuit (100) and a first heat exchange circuit (600), the fuel cell stack heat exchange circuit (100) passes through the fuel cell stack (1), both ends of the first heat exchange circuit (600) are connected to the fuel cell stack heat exchange circuit (100), and the first heat exchange circuit (600) passes through the heat exchanger (4); The drive motor thermal management circuit comprises a drive motor heat exchange circuit (200) and a second heat exchange circuit (700), wherein the drive motor heat exchange circuit (200) passes through the drive motor (2), both ends of the second heat exchange circuit (700) are connected to the drive motor heat exchange circuit (200), and the second heat exchange circuit (700) passes through the heat exchanger (4); The second heat exchange circuit (700) is connected to the power battery thermal management circuit (300); The vehicle thermal management method includes a fuel cell stack thermal management method, and the fuel cell stack thermal management method includes: When the vehicle is in a discharging process or a charging process, obtaining the real-time temperature T01 of the fuel cell stack (1), and determining the magnitude relationship between T01 and the first preset temperature T1 and the second preset temperature T2; When T01>T1, the vehicle thermal management system is controlled to enter a fuel cell stack cooling mode, the first water pump (5) is turned on, and the liquid in the fuel cell stack thermal management circuit is controlled to circulate and pass through the first three-way valve (9), the first radiator (7), the first water pump (5), the second three-way valve (10) and the fuel cell stack (1) in sequence, and the cooling effect on the fuel cell stack (1) is controlled by controlling the rotation speed of the first water pump (5) and the rotation speed of the first fan (8), or the liquid in the fuel cell stack thermal management circuit is controlled to circulate and pass through the first three-way valve (9), the first water pump (5), the second three-way valve (10), the heat exchanger (4) and the fuel cell stack (1) in sequence, so as to cool the fuel cell stack thermal management circuit through the refrigeration circuit (500); When T1≥T01≥T2, the vehicle thermal management system is controlled to enter a fuel cell stack uniform heating mode, the first water pump (5) is turned on, and the liquid in the fuel cell stack thermal management circuit is controlled to circulate and flow through the first three-way valve (9), the first water pump (5), the second three-way valve (10), the heat exchanger (4), and the fuel cell stack (1); When T01 is less than T2, the vehicle thermal management system is controlled to enter a fuel cell stack heating mode, the first water pump (5) is turned on, and the liquid in the fuel cell stack thermal management circuit is controlled to circulate and pass through the first three-way valve (9), the first water pump (5), the second three-way valve (10), the heat exchanger (4) and the fuel cell stack (1) in sequence, so that the fuel cell stack thermal management circuit exchanges heat with at least one of the drive motor thermal management circuit, the power battery thermal management circuit (300) and the heating circuit (400), so as to heat the liquid in the fuel cell stack thermal management circuit.

2. The vehicle thermal management method according to claim 1, characterized in that: The vehicle thermal management system comprises: a first water pump (5), arranged on the fuel cell stack heat exchange circuit (100) to drive the flow of liquid in the fuel cell stack heat exchange circuit (100); a first water tank (6) connected to the fuel cell stack heat exchange circuit (100) to supply liquid to the fuel cell stack heat exchange circuit (100); a first radiator (7) disposed on the fuel cell stack heat exchange circuit (100) and located between the inlet of the first water pump (5) and the fuel cell stack (1); a first fan (8), located on one side of the first radiator (7) and arranged toward the first radiator (7) to dissipate heat from the first radiator (7); Wherein, the first radiator (7) is connected to the first water tank (6) to discharge air into the first water tank (6).

3. The vehicle thermal management method according to claim 2, characterized in that: The vehicle thermal management system comprises: a first three-way valve (9) disposed on the fuel cell stack heat exchange circuit (100), wherein a first end of the first three-way valve (9) is connected to the outlet of the fuel cell stack (1), a second end of the first three-way valve (9) is connected to the inlet of the first radiator (7), and a third end of the first three-way valve (9) is connected to the inlet of the first water pump (5); A second three-way valve (10) is provided on the fuel cell stack heat exchange circuit (100), wherein a first end of the second three-way valve (10) is connected to the inlet of the fuel cell stack (1), a second end of the second three-way valve (10) is connected to the outlet of the first water pump (5), and a third end of the second three-way valve (10) is connected to the inlet of the first heat exchange circuit (600).

4. The vehicle thermal management method according to claim 2, characterized in that: The vehicle thermal management system comprises: A first temperature detection component (11) is provided on the fuel cell stack heat exchange circuit (100) and is located at the inlet of the fuel cell stack (1); A second temperature detection component (12) is provided on the fuel cell stack heat exchange circuit (100) and is located at the outlet of the fuel cell stack (1).

5. The vehicle thermal management method according to claim 1, characterized in that: The vehicle thermal management system comprises: a second water pump (13), arranged on the drive motor heat exchange circuit (200) to drive the flow of liquid in the drive motor heat exchange circuit (200); a second water tank (14) connected to the fuel cell stack heat exchange circuit (100) to supply liquid to the fuel cell stack heat exchange circuit (100); a second radiator (15) disposed on the drive motor heat exchange circuit (200) and located on a side of the second water pump (13) close to the outlet of the drive motor (2); a second fan (16), located on one side of the second radiator (15) and arranged toward the second radiator (15) to dissipate heat from the second radiator (15); a high-pressure component (17) disposed on the drive motor heat exchange circuit (200) and located between the second water pump (13) and the drive motor (2); The second radiator (15) is connected to the second water tank (14) to discharge air into the second water tank (14).

6. The vehicle thermal management method according to claim 5, characterized in that: The vehicle thermal management system comprises: a third three-way valve (18) disposed on the drive motor heat exchange circuit (200), wherein a first end of the third three-way valve (18) is in communication with the outlet of the second water pump (13), a second end of the third three-way valve (18) is in communication with the inlet of the second radiator (15), and a third end of the third three-way valve (18) is in communication with the inlet of the second heat exchange circuit (700); a fourth three-way valve (19), arranged on the second heat exchange circuit (700) and located between the third end of the third three-way valve (18) and the heat exchanger (4), and the fourth three-way valve (19) is in communication with the power battery thermal management circuit (300); A fifth three-way valve (20) is provided on the power battery thermal management circuit (300) at an inlet close to the heat exchanger (4), and the fifth three-way valve (20) is in communication with an outlet of the second heat exchange circuit (700).

7. The vehicle thermal management method according to claim 6, characterized in that: The vehicle thermal management system comprises: a third temperature detection component (21), arranged on the drive motor heat exchange circuit (200) and located between the third three-way valve (18) and the second radiator (15); A fourth temperature detection component (22) is provided on the drive motor heat exchange circuit (200) and is located between the second water pump (13) and the second radiator (15).

8. The vehicle thermal management method according to claim 1, characterized in that: The vehicle thermal management system comprises a third water pump (23) arranged on the power battery thermal management circuit (300) to drive the flow of liquid in the power battery thermal management circuit (300).

9. The vehicle thermal management method according to any one of claims 1 to 8, characterized in that: The vehicle thermal management system comprises: a heating device (24), arranged on the heating circuit (400) to heat the liquid in the heating circuit (400); A refrigeration device (25) is provided on the refrigeration circuit (500) to refrigerate the liquid in the refrigeration circuit (500).

10. The vehicle thermal management method according to claim 1, characterized in that: When controlling the fuel cell stack thermal management circuit to perform heat exchange with at least one of the drive motor thermal management circuit, the power battery thermal management circuit (300), and the heating circuit (400) to heat the liquid in the fuel cell stack thermal management circuit, the fuel cell stack thermal management method comprises: determining whether the heating circuit (400) is heating the liquid in the power battery thermal management circuit (300); When the heating circuit (400) heats the liquid in the power battery thermal management circuit (300), the fuel cell stack thermal management circuit is controlled to perform heat exchange with the heating circuit (400), so as to heat the liquid in the fuel cell stack thermal management circuit through the heating circuit (400).

11. The vehicle thermal management method according to claim 10, characterized in that: The fuel cell stack thermal management method comprises: When the heating circuit (400) does not heat the liquid in the power battery thermal management circuit (300), obtaining the real-time temperature T02 of the drive motor thermal management circuit and the real-time temperature T03 of the power battery thermal management circuit (300), and determining the magnitude relationship among T01, T02, and T03; When T02>T03>T01, controlling the fuel cell stack thermal management circuit to perform heat exchange with the drive motor thermal management circuit, so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit; When T03>T02>T01, controlling the fuel cell stack thermal management circuit and the power battery thermal management circuit (300) to perform heat exchange, so as to heat the liquid in the fuel cell stack thermal management circuit through the power battery thermal management circuit (300); When T01 is less than a third preset temperature T3, the fuel cell stack thermal management circuit is controlled to simultaneously perform heat exchange with the drive motor thermal management circuit and the power battery thermal management circuit (300), so as to heat the liquid in the fuel cell stack thermal management circuit through the drive motor thermal management circuit and the power battery thermal management circuit (300).

12. The vehicle thermal management method according to claim 1, characterized in that: The vehicle thermal management method includes a drive motor thermal management method, and the drive motor thermal management method includes: determining whether the vehicle is in a driving state; When the vehicle is not in a driving state, determining whether the vehicle is in a charging state; When the vehicle is in a charging state, the liquid circulation in the drive motor thermal management circuit is controlled, and the rotation speed of the second water pump (13) and the rotation speed of the second fan (16) in the drive motor thermal management circuit are adjusted according to the real-time temperature of the on-board charger to ensure that the on-board charger operates within a suitable temperature range; When the vehicle is in a driving state, the real-time temperature of each high-voltage component (17) in the vehicle is obtained, and the rotation speed of the second water pump (13) and the rotation speed of the second fan (16) are controlled according to the highest real-time temperature among the real-time temperatures of the high-voltage components (17), so as to ensure that the high-voltage components (17) operate within a suitable temperature range.

13. The vehicle thermal management method according to claim 1, characterized in that: The vehicle thermal management method includes a power battery thermal management method, and the power battery thermal management method includes: When the vehicle is in a discharging process or a charging process, obtaining a real-time temperature point T04 of the power battery (3), and determining a magnitude relationship between T04 and a fourth preset temperature T4 and a fifth preset temperature T5; When T04>T4, the vehicle thermal management system is controlled to enter a power battery cooling mode, the third water pump (23) is turned on, the liquid in the power battery thermal management circuit (300) is controlled to circulate and sequentially pass through the third water pump (23), the power battery (3), the fifth three-way valve (20) and the heat exchanger (4), and the power battery thermal management circuit (300) is made to exchange heat with the refrigeration circuit (500), so as to cool the liquid in the power battery thermal management circuit (300) through the refrigeration circuit (500); When T4≥T04≥T5, the vehicle thermal management system is controlled to enter a power battery uniform heating mode, the third water pump (23) is turned on, and the liquid in the power battery thermal management circuit (300) is controlled to circulate and sequentially pass through the third water pump (23), the power battery (3), the fifth three-way valve (20), and the heat exchanger (4); When T04 is less than T5, the vehicle thermal management system is controlled to enter a power battery heating mode, the third water pump (23) is turned on, and the liquid in the fuel cell stack thermal management circuit is controlled to circulate and pass through the third water pump (23), the power battery (3), the fifth three-way valve (20) and the heat exchanger (4) in sequence, so that the power battery thermal management circuit (300) exchanges heat with at least one of the fuel cell stack thermal management circuit, the drive motor thermal management circuit and the heating circuit (400), so as to heat the liquid in the fuel cell stack thermal management circuit.

14. The vehicle thermal management method according to claim 13, characterized in that: The power battery thermal management method includes: Obtaining the real-time temperature T05 in the fuel cell stack thermal management circuit and the real-time temperature T02 in the drive motor thermal management circuit, and determining the magnitude relationship among T02, T04, and T05; When T05=T02=T04, controlling the power battery thermal management circuit (300) to perform heat exchange with the heating circuit (400), so as to heat the liquid in the power battery thermal management circuit (300) through the heating circuit (400); When T02>T05>T04, controlling the power battery thermal management circuit (300) to perform heat exchange with the drive motor thermal management circuit, so as to heat the liquid in the power battery thermal management circuit (300) through the drive motor thermal management circuit; When T05>T02>T04, controlling the power battery thermal management circuit (300) and the fuel cell stack thermal management circuit to heat the liquid in the power battery thermal management circuit (300) through the fuel cell stack thermal management circuit; When T04 is less than a sixth preset temperature T6, the power battery thermal management circuit (300) is controlled to perform heat exchange with the drive motor thermal management circuit and the fuel cell stack thermal management circuit, so as to heat the liquid in the power battery thermal management circuit (300) through the drive motor thermal management circuit and the fuel cell stack thermal management circuit.

Images