A fuel cell vehicle low-temperature starting method, device and vehicle

Abstract

The application discloses a fuel cell vehicle low-temperature starting method, which is applied to a dual fuel system, and the dual fuel system comprises a first fuel system and a second fuel system, and the method comprises the following steps: acquiring a current working condition of a vehicle when the vehicle is in a low-temperature environment; in the case that the current working condition is a starting working condition, supplying power to the first fuel system by a power battery to start the first fuel system; and controlling the started first fuel system to heat the second fuel system at a first target output power. According to the scheme, the power battery preferentially supplies power to the first fuel system, and the second fuel system is heated after the first fuel system is started; in this case, the power battery only needs to supply power to one fuel system, and the discharge power requirement of the power battery is reduced. Meanwhile, the first fuel system heats the second fuel system after being started, the electric quantity generated after the first fuel system is started is effectively utilized, and the utilization rate of the electric quantity is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a method, device, and vehicle for low-temperature start-up of a fuel cell vehicle. Background Technology

[0002] A fuel cell system is a device that generates electricity through an electrochemical reaction between air and hydrogen. Due to its high efficiency and lack of pollution, it represents a significant future direction for new energy vehicle engines. However, current technological limitations mean that a single fuel cell system has a relatively small output power, insufficient to meet the vehicle's power demands. Therefore, two fuel cell systems are installed in the vehicle to jointly supply power and meet the vehicle's power requirements. During startup, the power battery supplies power to the system's high-voltage electrical components, and excess electricity generated by the system is recovered during vehicle braking.

[0003] In current technology, when a vehicle operates in a low-temperature environment, the fuel cell needs to consume electricity from the power battery to heat the fuel cell stack. Once the fuel cell temperature rises to the required start-up temperature, it can operate normally. However, the power battery has a weak self-heating capacity, and its discharge capacity is low at low temperatures. In the case of a dual fuel cell system, the simultaneous start-up rate of both fuel cell systems is low, resulting in longer waiting times for the driver and a poor driving experience. Summary of the Invention

[0004] This application addresses the problem that the heating and discharging capacity of power batteries is low in low-temperature environments, which affects the start-up efficiency of dual-fuel systems. It proposes a low-temperature start-up method, device, and vehicle for fuel cell vehicles, with the specific technical solution as follows:

[0005] A method for low-temperature start-up of a fuel cell vehicle, applied to a dual-fuel system, the dual-fuel system comprising a first fuel system and a second fuel system, the method comprising:

[0006] Obtain the vehicle's current operating status when the vehicle is in a low-temperature environment;

[0007] When the current operating condition is the startup condition, the power battery supplies power to the first fuel system to start the first fuel system;

[0008] After the control system is started, the first fuel system heats the second fuel system with a first target output power.

[0009] Optionally, the method further includes:

[0010] When the current operating condition is a deceleration condition, the first fuel system is controlled to heat the second fuel system with a second target output power.

[0011] Optionally, the method further includes:

[0012] When the current operating condition is a deceleration condition, the state of the power battery is obtained;

[0013] Based on the state of the power battery, the excess power of the first fuel system is controlled to be output to the power battery or to the resistance heater; wherein the resistance heater is used to heat the power battery with the generated heat.

[0014] Optionally, based on the state of the power battery, controlling the excess power of the first fuel system to be output to the power battery or to the resistance heater includes:

[0015] When the power battery is in a non-rechargeable state, the excess power of the first fuel system is controlled to be output to the resistive heater.

[0016] When the power battery is in a rechargeable state, the excess power of the first fuel system is controlled to be output to the power battery.

[0017] Optionally, if the power battery is in a non-rechargeable state, the method further includes:

[0018] Control the first fuel system to the operating condition with minimum output power;

[0019] Controlling the output of excess electricity from the first fuel system to the resistive heater includes:

[0020] During the process of controlling the first fuel system to the minimum output power condition, the excess power of the first fuel system is supplied to the resistance heater.

[0021] Optionally, the method further includes:

[0022] Detect the real-time heating temperature of the resistive heater;

[0023] When the real-time heating temperature is higher than the first temperature threshold, the passage between the resistive heater and the first heat exchanger is connected so that the generated heat is used to heat the power battery through the first heat exchanger, wherein the power battery heated to the predetermined temperature is in a rechargeable state.

[0024] When the real-time heating temperature is higher than the second temperature threshold, the passage between the resistive heater and the second heat exchanger is connected to heat the vehicle heating system.

[0025] The second temperature threshold is greater than the first temperature threshold.

[0026] Optionally, the method further includes:

[0027] When the power battery is in a rechargeable state, the second fuel system is activated;

[0028] When both the first fuel system and the second fuel system are activated, in response to the triggered deceleration condition, the excess electricity from the first fuel system and the second fuel system is supplied to the power battery.

[0029] Furthermore, to achieve the above objectives, this application also provides a low-temperature start-up device for fuel cell vehicles, applied to a dual-fuel system, the device comprising:

[0030] Acquisition module: Used to acquire the current operating condition of the vehicle when it is in a low-temperature environment;

[0031] First starting module: used to supply power to the first fuel system by the power battery when the current operating condition is the starting condition, so as to start the first fuel system;

[0032] First control module: used to control the first fuel system after startup to heat the second fuel system with a first target output power.

[0033] Optionally, if the current operating condition is a deceleration condition, the device further includes:

[0034] The second control module is used to control the first fuel system to heat the second fuel system at a second target output power.

[0035] In addition, to achieve the above objectives, this application also provides a vehicle, characterized in that the vehicle includes: a vehicle control unit;

[0036] The vehicle control unit is used to execute the aforementioned low-temperature start-up method for fuel cell vehicles.

[0037] This application has the following beneficial effects:

[0038] Embodiments of this application provide a low-temperature start-up method for a fuel cell vehicle, applicable to a dual-fuel system, the dual-fuel system comprising a first fuel system and a second fuel system, the method comprising: when the vehicle is in a low-temperature environment, acquiring the current operating condition of the vehicle; when the current operating condition is a start-up condition, supplying power to the first fuel system by the power battery to start the first fuel system; and controlling the started first fuel system to heat the second fuel system with a first target output power.

[0039] In existing technologies, when a vehicle operates in low-temperature environments, both the first and second fuel systems require the power battery to heat the fuel cell stack. The fuel cell can operate normally once its temperature rises above a preset value. However, due to its weak self-heating capacity, the power battery cannot be charged if its temperature requirement is not met. This results in the inability to recover energy from braking during driving. Therefore, the vehicle typically requires both the power battery and fuel cell to reach the preset temperature for normal operation, leading to a longer start-up time. In this solution, the power battery prioritizes powering the first fuel system, which then heats the second fuel system upon startup. In this scenario, the power battery only needs to supply power to one fuel system, reducing its discharge power requirement. Simultaneously, the first fuel system discharges at a target power upon startup. Since the power battery cannot recover energy at this time, the first fuel system heats the second fuel system at the target power, accelerating the heating efficiency of the fuel cell in the second fuel system and effectively utilizing the energy generated by the first fuel system after startup, thus improving energy utilization. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of the structure of a low-temperature start-up system for a fuel cell vehicle according to an embodiment of this application;

[0042] Figure 2 This is a schematic flowchart of a low-temperature start-up method for a fuel cell vehicle according to an embodiment of this application;

[0043] Figure 3 This is a control flowchart of a low-temperature start-up method for a fuel cell vehicle according to an embodiment of this application;

[0044] Figure 4 This is a schematic diagram of the structure of a low-temperature start-up device for a fuel cell vehicle according to an embodiment of this application. Detailed Implementation

[0045] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0046] Fuel cell systems are devices that generate electricity through an electrochemical reaction between air and hydrogen. Due to their high efficiency and lack of pollution, they represent a significant future direction for new energy vehicle engines. However, current technological limitations mean that a single fuel cell system has a relatively small output power, insufficient to meet the vehicle's power demands. Therefore, two fuel cell systems are installed in the vehicle to jointly supply power and meet the vehicle's power requirements.

[0047] When a vehicle operates in a low-temperature environment, both the fuel cells in the first and second fuel systems require power from the power battery to heat the fuel cell stack. When the fuel cell temperature rises above a preset temperature value, the fuel cell can operate normally. Under normal operating conditions, the power battery, due to its weak self-heating capacity, cannot be charged if the power battery does not meet the temperature requirements. This results in the inability to recover the energy from braking during driving. Therefore, under normal circumstances, the vehicle can only operate normally when the power battery temperature meets the temperature requirements and the fuel cell temperature reaches above the preset temperature value, leading to a longer vehicle start-up time.

[0048] To address this, this solution offers the following approach: the power battery first supplies power to the first fuel system to start it. Once started, the first fuel system discharges at minimum power. Since the power battery cannot recover this electricity at low temperatures, the first fuel system uses the released electricity to heat the second fuel system, thereby accelerating its heating speed. During this process, because the power battery only needs to supply power to the first fuel system, the discharge power requirement for the power battery is low, increasing the starting efficiency of both the first and second fuel systems and reducing the vehicle's starting time.

[0049] First, the battery system used in this application will be described, referring to... Figure 1 As shown, a schematic diagram of the structure of the fuel cell vehicle low-temperature start-up system of this application is illustrated. Figure 1 As shown, it includes:

[0050] The system comprises a first fuel system, a second fuel system, a resistance heater, a heating system, and a power battery system; among which...

[0051] The first fuel system includes a first fuel cell stack and a first PTC, and the second fuel system includes a second fuel cell stack and a second PTC.

[0052] The first fuel cell stack is used to supply power to the second PTC;

[0053] The power battery system includes a power battery, a first heat exchanger, a thermostat, a water pump, and a power battery radiator. The first end of the thermostat is connected to the power battery radiator, the second end of the thermostat is connected to the first heat exchanger, and the third end of the thermostat is connected to the power battery through the water pump. The ends of the power battery radiator and the first heat exchanger that are away from the thermostat are both electrically connected to the power battery.

[0054] The heating system includes a fan, a second heat exchanger, a three-way valve, and a third PTC. The three ends of the three-way valve are respectively connected to one end of the fan, the second heat exchanger, and the third PTC. The other ends of the second heat exchanger and the third PTC are both connected to the fan.

[0055] Both the first heat exchanger and the second heat exchanger are connected to the resistance heater.

[0056] The power battery is used to heat the first PTC in a low-temperature environment. The resistance heater is used to receive the electricity generated by the first and second battery stacks and convert it into heat. The resistance heater is also used to transfer the heat to the first and second heat exchangers, so that the first and second heat exchangers provide heat to the power battery and the heating system, respectively.

[0057] Combination Figure 1 The method of this application is described below, as shown in the figure:

[0058] Reference Figure 2 , Figure 2 This diagram illustrates a flow chart of a low-temperature start-up method for a fuel cell vehicle, applicable to a dual-fuel system. The dual-fuel system includes a first fuel system and a second fuel system. The low-temperature start-up method for the fuel cell vehicle includes:

[0059] S101. Obtain the current operating condition of the vehicle when it is in a low-temperature environment;

[0060] In the specific implementation process, low temperature environment usually refers to the environment around the vehicle being zero degrees Celsius or below. The current operating conditions of the vehicle include starting conditions and braking and deceleration conditions. Different control schemes are corresponding to different operating conditions.

[0061] S102. When the current operating condition is the start-up condition, the power battery supplies power to the first fuel system to start the first fuel system;

[0062] In the specific implementation process, such as Figure 1 As shown, the first fuel system includes a first PTC and a first fuel cell stack. When the power battery supplies power to the first fuel system, the power battery first supplies power to the first PTC so that the heat generated by the first PTC is used to heat the coolant in the first fuel system, thereby bringing the first fuel system to a startable temperature and starting the first fuel system.

[0063] S103. After the first fuel system is started, it heats the second fuel system with the first target output power.

[0064] In the specific implementation process, after the primary fuel system starts, the vehicle can begin to operate at low speed. When the primary fuel system meets the vehicle's power requirements, it heats the secondary fuel system with a first target output power, which is generally the minimum stable output power. The secondary fuel system includes a second PTC and a second fuel cell stack. When the primary fuel system supplies power to the secondary fuel system, it first supplies power to the second PTC so that the heat generated by the second PTC is used to heat the coolant in the secondary fuel system, thereby bringing the secondary fuel system to a startable temperature. During this process, the secondary fuel system does not start. In this situation, the electricity from the primary fuel system is preferentially used to heat the secondary fuel system. Once the power battery has completed self-heating and can be charged, the secondary fuel system can start directly.

[0065] In this scheme, the power battery prioritizes supplying power to the first fuel system. After the first fuel system starts, it heats the second fuel system. In this case, the power battery only needs to supply power to one fuel system, reducing the power battery's discharge power requirement. At the same time, the first fuel system discharges at the first target power after starting. Since the power battery cannot recover the electricity at this time, the first fuel system heats the second fuel system at the first target power, which accelerates the heating efficiency of the fuel cell in the second fuel system and effectively utilizes the electricity generated by the first fuel system after starting, thus improving the electricity utilization rate.

[0066] In some embodiments, the method further includes:

[0067] S104. When the current operating condition is a deceleration condition, control the first fuel system to heat the second fuel system with the second target output power.

[0068] In the specific implementation process, under braking or deceleration conditions, it is necessary to reduce the discharge power of the fuel cell. At this time, in order to protect the life of the fuel cell, the first fuel system cannot be frequently shut down and restarted. Therefore, the first fuel system is unloaded to the second target output power and continuously discharged. At this time, the first fuel system is supplied to the second fuel system with the second target output power to heat the second fuel system.

[0069] In this scheme, the electricity output from the first fuel system is used to heat the second fuel system, thus recovering and utilizing the electricity output from the first fuel system. At the same time, it is beneficial for the second fuel system to start up quickly after the power battery reaches the required temperature.

[0070] In some embodiments, the method further includes:

[0071] When the current operating condition is a deceleration condition, the state of the power battery is obtained;

[0072] In the specific implementation process, under deceleration conditions, the state of the power battery includes a rechargeable state and a non-rechargeable state. Specifically, the power battery is in a rechargeable state when the temperature meets the temperature requirements, and in a non-rechargeable state when the internal temperature of the power battery does not meet the temperature requirements.

[0073] Based on the state of the power battery, the excess power of the first fuel system is controlled to be output to the power battery or to the resistance heater; wherein the resistance heater is used to heat the power battery with the generated heat.

[0074] In practical implementation, excess power refers to the remaining electricity in the first fuel system after the first fuel system heats the second fuel system. This excess power is considered redundant. It should be noted that during braking, some electricity is also recovered; this is also considered excess power. Here, we only consider the electricity output from the first fuel system. In practice, this excess electricity, along with the excess electricity generated by the first fuel system, will be recovered by the power battery or consumed by the resistance heater. The resistance heater is a passive type, used only when there is excess electricity in the vehicle that cannot be consumed. It converts the excess electricity into heat, thereby increasing the temperature of the coolant inside the resistance heater. Specifically, when the power battery is rechargeable, the excess electricity from the first fuel system is controlled to be output to the power battery; when the power battery is not rechargeable, the excess electricity from the first fuel system is controlled to be output to the resistance heater.

[0075] In this scheme, because the heating rate of the power battery is low, the temperature of the power battery does not meet the temperature requirements in a low-temperature environment. At this time, the power battery cannot recover the excess power output by the first fuel system. Therefore, the first fuel system will output the excess power to the resistance heater for heating. After the power battery meets the temperature requirements, the power battery is in a rechargeable state, and at this time the power battery can recover the excess power generated by the first fuel system.

[0076] In some embodiments, based on the state of the power battery, controlling the output of excess power from the first fuel system to the power battery or to the resistance heater includes:

[0077] When the power battery is in a non-rechargeable state, the excess power of the first fuel system is controlled to be output to the resistive heater.

[0078] When the power battery is in a rechargeable state, the excess power of the first fuel system is controlled to be output to the power battery.

[0079] In this scheme, when the first fuel system transfers excess electricity to the resistance heater, the resistance heater can heat the power battery or the heating system through the heat exchanger. Therefore, it can improve the heating rate of the power battery or provide heat to the heating system, effectively utilizing the excess electricity generated by the first fuel cell.

[0080] In some embodiments, when the power battery is in a non-rechargeable state, the method further includes:

[0081] Control the first fuel system to the operating condition with minimum output power;

[0082] Controlling the output of excess electricity from the first fuel system to the resistive heater includes:

[0083] During the process of controlling the first fuel system to the minimum output power condition, the excess power of the first fuel system is supplied to the resistance heater.

[0084] In the specific implementation process, in order to prevent the power output of the first fuel system from being too high and causing the power to be consumed too quickly, it is necessary to control the output power of the first fuel system to be as low as possible. At this time, the power battery is still in an unchargeable state, and the excess power output of the first fuel system is output to the resistance heater.

[0085] In some embodiments, the method further includes:

[0086] Detect the real-time heating temperature of the resistive heater;

[0087] When the real-time heating temperature is higher than the first temperature threshold, the passage between the resistive heater and the first heat exchanger is connected so that the generated heat is used to heat the power battery through the first heat exchanger, wherein the power battery heated to the predetermined temperature is in a rechargeable state.

[0088] When the real-time heating temperature is higher than the second temperature threshold, the passage between the resistive heater and the second heat exchanger is connected to heat the vehicle heating system.

[0089] The second temperature threshold is greater than the first temperature threshold.

[0090] In the specific implementation process, the real-time heating temperature of the resistance heater can be detected by setting a temperature sensor. When the real-time heating temperature is lower than the first temperature threshold, the resistance heater continues to be heated by the electricity provided by the first fuel system, and other components do not respond to the operation. When the real-time heating temperature is between the first and second temperature thresholds, the thermostat in the power battery is opened, and the water pump starts to run. At this time, the resistance heater heats the power battery through the first heat exchanger to increase the battery temperature. When the real-time heating temperature is higher than the second temperature threshold, the three-way valve of the heating system is opened, and the resistance heater provides heat to the heating system through the second heat exchanger.

[0091] In this design, excess electricity from the primary fuel system is supplied to the resistance heater, where the heat generated is effectively utilized. When this heat is transferred to the battery, it accelerates the battery's heating process, facilitating rapid vehicle startup. Conversely, when the heat is transferred to the heating system, it provides warmth to the vehicle interior, ensuring comfort. Therefore, this design effectively reuses excess electricity from the primary fuel system, not only improving vehicle startup speed and comfort but also reducing overall energy waste, conserving resources, and further extending the vehicle's driving range.

[0092] In some embodiments, the method further includes:

[0093] When the power battery is in a rechargeable state, the second fuel system is activated;

[0094] In the specific implementation process, when the first fuel system heats the second fuel system, the second fuel system is not started at this time. In order to avoid wasting the excess electricity generated after the second fuel system is started, the second fuel system can only be started when the power battery is in a rechargeable state.

[0095] When both the first fuel system and the second fuel system are activated, in response to the triggered deceleration condition, the excess electricity from the first fuel system and the second fuel system is supplied to the power battery.

[0096] In the specific implementation process, when both the first fuel system and the second fuel system are started, the electricity generated by the first fuel system and the second fuel system will still have a surplus after being consumed by the drive system and vehicle accessories. This surplus electricity will be recovered by the power battery and will also be used to recover energy when the vehicle is braking.

[0097] In this scheme, the power battery recovers excess electricity generated by the first and second fuel systems when it is rechargeable, and also recovers energy generated during braking, effectively utilizing excess electricity and increasing the driving range of the power battery.

[0098] It should be understood that in the above schemes, when the first fuel system supplies power to the second fuel system, when the first fuel cell supplies power to the resistance heater, and when the first fuel system and the first fuel system jointly supply power to the power battery, the electricity released by the first fuel system will supply the vehicle's drive system and vehicle accessories. Furthermore, when the power battery is not rechargeable, the energy recovered during vehicle braking will supply the resistance heater.

[0099] The following example illustrates the low-temperature start-up of a fuel cell vehicle according to this application. Figure 3 A control flowchart of a low-temperature start-up method for fuel cell vehicles is shown, such as... Figure 3 As shown:

[0100] Upon receiving the vehicle's start command, the power battery powers the primary fuel system, controlling its startup. The first PTC (Power Transmission Control Unit) activates. After successful startup, the primary fuel system powers the drive system and the secondary fuel system, simultaneously heating the secondary fuel system. When the vehicle is decelerating, the primary fuel system operates at minimum power output. Simultaneously, the vehicle regenerates braking energy. In this state, if the power battery is rechargeable, the secondary fuel system is activated; otherwise, the primary fuel system operates at minimum power output. Both electrical charge and regenerative braking energy are transferred to the resistance heater. When the real-time heating temperature of the resistance heater is lower than the first temperature threshold, the resistance heater continues to be heated by the electrical charge provided by the first fuel system, and other components do not respond to operation. When the real-time heating temperature is between the first and second temperature thresholds, the thermostat in the power battery is opened, and the water pump starts to run. At this time, the resistance heater heats the power battery through the first heat exchanger to increase the battery temperature. When the real-time heating temperature is higher than the second temperature threshold, the three-way valve of the heating system is opened, and the resistance heater provides heat to the heating system through the second heat exchanger.

[0101] Furthermore, to achieve the above objectives, this application also provides a low-temperature start-up device for fuel cell vehicles, applied to a dual-fuel system, as described above. Figure 4 The device includes:

[0102] Acquisition module: Used to acquire the current operating condition of the vehicle when it is in a low-temperature environment;

[0103] First starting module: used to supply power to the first fuel system by the power battery when the current operating condition is the starting condition, so as to start the first fuel system;

[0104] First control module: used to control the first fuel system after startup to heat the second fuel system with a first target output power.

[0105] It should be noted that each module in the low-temperature start-up device for fuel cell vehicles in this embodiment corresponds one-to-one with each step in the low-temperature start-up method for fuel cell vehicles in the aforementioned embodiment. Therefore, the specific implementation method of this embodiment can refer to the implementation method of the aforementioned low-temperature start-up method for fuel cell vehicles, and will not be repeated here.

[0106] In some embodiments, when the current operating condition is a deceleration condition, the device further includes:

[0107] The second control module is used to control the first fuel system to heat the second fuel system at a second target output power.

[0108] In some embodiments, when the current operating condition is a deceleration condition, the device further includes:

[0109] Status acquisition module: used to acquire the status of the power battery when the current operating condition is a deceleration condition;

[0110] Control output module: Based on the state of the power battery, controls the output of excess power from the first fuel system to the power battery or to the resistive heater; wherein, the resistive heater is used to heat the power battery with the generated heat.

[0111] In some embodiments, the control output module is specifically used for:

[0112] When the power battery is in a non-rechargeable state, the excess power of the first fuel system is controlled to be output to the resistive heater.

[0113] When the power battery is in a rechargeable state, the excess power of the first fuel system is controlled to be output to the power battery.

[0114] In some embodiments, when the power battery is in a non-rechargeable state, the device further includes:

[0115] The third control module is used to control the first fuel system to the condition of minimum output power.

[0116] First power supply module: During the process of controlling the first fuel system to the minimum output power, the excess power of the first fuel system is supplied to the resistance heater.

[0117] In some embodiments, the apparatus further includes:

[0118] Detection module: used to detect the real-time heating temperature of the resistive heater;

[0119] First heating module: When the real-time heating temperature is higher than the first temperature threshold, it connects the passage between the resistance heater and the first heat exchanger so that the generated heat is used to heat the power battery through the first heat exchanger, wherein the power battery heated to the predetermined temperature is in a rechargeable state.

[0120] Second heating module: used to connect the passage between the resistive heater and the second heat exchanger when the real-time heating temperature is higher than the second temperature threshold, so as to heat the vehicle heating system;

[0121] The second temperature threshold is greater than the first temperature threshold.

[0122] In some embodiments, the apparatus further includes:

[0123] Second start-up module: used to start the second fuel system when the power battery is in a rechargeable state;

[0124] The second power supply module is used to supply the power battery with excess power from the first and second fuel systems in response to a triggered deceleration condition when both the first and second fuel systems are activated.

[0125] In addition, to achieve the above objectives, this application also provides a vehicle, the vehicle including: an engine control unit;

[0126] The engine control unit is used to execute the aforementioned low-temperature start-up method for fuel cell vehicles.

[0127] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0128] The above provides a detailed description of the method, apparatus, vehicle, and storage medium for idling speed compensation. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0129] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for low-temperature start-up of a fuel cell vehicle, characterized in that, Applied to a dual-fuel system, the dual-fuel system comprising a first fuel system and a second fuel system, the method includes: Obtain the vehicle's current operating status when the vehicle is in a low-temperature environment; When the current operating condition is the startup condition, the power battery supplies power to the first fuel system to start the first fuel system; When the first fuel system meets the power requirements of the vehicle, the first fuel system, after starting, is controlled to heat the second fuel system with a first target output power. When the current operating condition is a deceleration condition, the first fuel system is controlled to heat the second fuel system with a second target output power.

2. The method according to claim 1, characterized in that, The method further includes: When the current operating condition is a deceleration condition, the state of the power battery is obtained; Based on the state of the power battery, the excess power of the first fuel system is controlled to be output to the power battery or to the resistance heater; wherein the resistance heater is used to heat the power battery with the generated heat.

3. The method according to claim 2, characterized in that, Based on the state of the power battery, controlling the excess power of the first fuel system to be output to the power battery or to the resistance heater includes: When the power battery is in a non-rechargeable state, the excess power of the first fuel system is controlled to be output to the resistive heater. When the power battery is in a rechargeable state, the excess power of the first fuel system is controlled to be output to the power battery.

4. The method according to claim 2, characterized in that, When the power battery is in a non-rechargeable state, the method further includes: Control the first fuel system to the operating condition with minimum output power; Controlling the output of excess electricity from the first fuel system to the resistive heater includes: During the process of controlling the first fuel system to the minimum output power condition, the excess power of the first fuel system is supplied to the resistance heater.

5. The method according to claim 2, characterized in that, The method further includes: Detect the real-time heating temperature of the resistive heater; When the real-time heating temperature is higher than the first temperature threshold, the passage between the resistive heater and the first heat exchanger is connected so that the generated heat is used to heat the power battery through the first heat exchanger, wherein the power battery heated to the predetermined temperature is in a rechargeable state. When the real-time heating temperature is higher than the second temperature threshold, the passage between the resistive heater and the second heat exchanger is connected to heat the vehicle heating system. The second temperature threshold is greater than the first temperature threshold.

6. The method according to any one of claims 1-3, characterized in that, The method further includes: When the power battery is in a rechargeable state, the second fuel system is activated; When both the first fuel system and the second fuel system are activated, in response to the triggered deceleration condition, the excess electricity from the first fuel system and the second fuel system is supplied to the power battery.

7. A low-temperature start-up device for a fuel cell vehicle, characterized in that, Applied to a dual-fuel system, the dual-fuel system comprising a first fuel system and a second fuel system, the device includes: Acquisition module: Used to acquire the current operating condition of the vehicle when it is in a low-temperature environment; First start-up module: used to start the first fuel system by powering the power battery when the current operating condition is the start-up condition; First control module: used to control the first fuel system after startup to heat the second fuel system with a first target output power when the first fuel system meets the power demand of the vehicle; The second control module is used to control the first fuel system to heat the second fuel system with a second target output power when the current operating condition is a deceleration condition.

8. A vehicle, characterized in that, The vehicle includes: a vehicle control unit; The vehicle control unit is used to execute the low-temperature start-up method for fuel cell vehicles as described in any one of claims 1-6.

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