Fuel cell vehicle thermal management system, method and fuel cell vehicle

Abstract

The present application belongs to the technical field of new energy vehicles, and provides a fuel cell vehicle thermal management system and method and a fuel cell vehicle. The fixed route vehicle operation process control method provided by the present application predicts the next working condition of the vehicle through the driving time and the fixed route of the vehicle driving, and runs different vehicle management strategies according to different prediction results. In the switching of different operation strategies, the fuel cell can be changed in advance, the time of changing the working condition of the fuel cell is prolonged, the impact on the fuel cell is reduced, the service life of the fuel cell is prolonged, the stringent requirements of the fuel cell transient working condition change on the thermal management system are effectively reduced, and stable work and energy saving and emission reduction of the thermal management system are realized.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle technology, and in particular relates to a thermal management system, method and fuel cell vehicle for fuel cell vehicles. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] A proton exchange membrane fuel cell (PEMFC) is a device that generates electricity through an electrochemical reaction between hydrogen and oxygen. Hybrid electric vehicles powered by PEMFCs offer advantages such as zero emissions, low operating temperature, and high efficiency. However, PEMFCs also have drawbacks, including slow dynamic response and sensitivity to operating temperature. Therefore, a power battery is needed to assist the fuel cell in powering the system, acting as a peak shaving and valley filling mechanism. Limited by the discharge rate and lifespan of the power battery, in practical applications, control strategies superior to those for the fuel cell are often adopted to effectively extend its lifespan and enhance heat dissipation, unintentionally compromising the lifespan of the power battery.

[0004] In practical applications, some vehicles (such as logistics trucks) have fixed routes and stable driving cycles. As part of the transportation system, designing reasonable driving strategies for these vehicles can effectively extend their service life. The entire driving cycle typically includes stages such as starting, acceleration, constant speed, climbing, deceleration, and stopping. During climbing and acceleration, factors such as the number of passengers in buses, the load weight of trucks, and the gradient will put the vehicles under high load, requiring fuel cells and power batteries to provide a large amount of power output in a short period of time, while also requiring radiators to significantly increase heat dissipation. Taking proton exchange membrane fuel cells (PEMFCs) as an example, their normal operating temperature is typically between 60-80℃. Within this temperature range, fuel cells can achieve maximum efficiency while having minimal impact on lifespan.

[0005] Therefore, when a vehicle is operating under heavy load, it is necessary to adjust the fan speed to increase heat dissipation and keep the operating temperature of the fuel cell and power battery within the normal range.

[0006] However, as the fan speed increases, the power consumed by the fan also increases significantly, leading to increased energy consumption. At the same time, due to the increased power demand of the vehicle, the fuel cell and power battery need to output more power at the same time, especially during high-power demands such as climbing hills and acceleration, which will further shorten the battery's lifespan. Summary of the Invention

[0007] To address at least one of the technical problems existing in the background art, the first aspect of the present invention provides a thermal management system for fuel cell vehicles, which establishes an effective heat dissipation and power output strategy when high power demands are met, such as during hill climbing and acceleration, and extends the battery life as much as possible. This is of great significance for the stable operation of the thermal management system of proton exchange membrane fuel cells and for achieving energy conservation and emission reduction.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] A first aspect of the present invention provides a thermal management control system for a fuel cell vehicle, including a fuel cell controller, a power battery remaining charge detection module, and a fuel cell cooling system, wherein the power battery remaining charge detection module is used to detect the power battery's state of charge (SOC).

[0010] The fuel cell controller is configured to:

[0011] Read information from a pre-set fixed road spectrum and the SOC of the power battery during normal vehicle operation;

[0012] Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter;

[0013] If the vehicle is about to enter a climbing or acceleration section, and the SOC of the power battery is less than the lower limit, a first control command is generated. According to the first control command, the heat dissipation of the fuel cell cooling system is enhanced, and the electrical energy generated by the fuel cell is stored in the power battery. If the SOC is greater than the upper limit, a second control command is generated. According to the second control command, the power battery is controlled to provide climbing or acceleration power.

[0014] If the vehicle is about to enter a deceleration or downhill section, and the SOC of the power battery is less than the lower limit, a third control command is generated. According to the third control command, the heat dissipation of the fuel cell cooling system is reduced, and the electrical energy generated by the fuel cell is stored by the power battery. If the SOC of the power battery is greater than or equal to the upper limit, a fourth control command is generated. According to the fourth control command, the fuel cell is controlled to reduce the output power to the standby power at the maximum power change rate, and the power battery provides the electrical energy supply before deceleration.

[0015] Furthermore, the fuel cell cooling system includes two loops: a first circulation loop and a second circulation loop for the fuel cell coolant. The first circulation loop mainly consists of the fuel cell stack, an electronic three-way valve, a PTC heater, and a circulating water pump. The second circulation loop includes a small circulation loop for the fuel cell, as well as an external radiator and a cooling water tank assembly. The fuel cell coolant is heated through the first circulation loop and cooled through the second circulation loop.

[0016] Furthermore, the controller is also configured to:

[0017] During the vehicle startup phase, based on feature extraction from fixed road spectrum information, the vehicle startup time is determined. Before the set time for vehicle startup, when the difference between the ambient temperature and the fuel cell startup temperature is negative, the electronic three-way valve is closed, and the fuel cell coolant enters the small circulation loop. At the same time, the power battery is controlled to supply power to the PTC heater.

[0018] After the fuel cell starts normally, when the outlet temperature of the fuel cell coolant is about to reach the upper temperature limit, the PTC heater is controlled to stop heating, and the opening of the electronic three-way valve is controlled to allow the fuel cell coolant to enter the large circulation loop.

[0019] Furthermore, the electronic three-way valve begins to open at 60°C and is fully open at 70°C.

[0020] Furthermore, the information of the fixed road spectrum preset during normal vehicle operation includes current vehicle speed, average vehicle speed, maximum vehicle speed, average acceleration, maximum acceleration, and gradient data.

[0021] To address the aforementioned problems, a second aspect of this invention provides a thermal management control method for fuel cell vehicles. This method establishes an effective heat dissipation and power output strategy during high-power demands such as hill climbing and acceleration, and extends battery life as much as possible. This is of great significance for the stable operation of the thermal management system of proton exchange membrane fuel cells and for achieving energy conservation and emission reduction.

[0022] To achieve the above objectives, the present invention adopts the following technical solution:

[0023] A thermal management control method for a fuel cell vehicle includes: applying a thermal management control system for a fuel cell vehicle as described in the first aspect, comprising:

[0024] Read information from a pre-set fixed road spectrum during normal vehicle operation;

[0025] Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter;

[0026] If the vehicle is about to enter a climbing or acceleration section, and the SOC of the power battery is less than the lower limit, a first control command is generated. According to the first control command, the heat dissipation of the fuel cell cooling system is enhanced, and the electrical energy generated by the fuel cell is stored in the power battery. If the SOC is greater than the upper limit, a second control command is generated. According to the second control command, the power battery is controlled to provide climbing or acceleration power.

[0027] If the vehicle is about to enter a deceleration or downhill section, and the SOC of the power battery is less than the lower limit, a third control command is generated. According to the third control command, the heat dissipation of the fuel cell cooling system is reduced, and the electrical energy generated by the fuel cell is stored by the power battery. If the SOC of the power battery is greater than or equal to the upper limit, a fourth control command is generated. According to the fourth control command, the fuel cell is controlled to reduce its output power to the standby power output power at the maximum power change rate, and the power battery provides the electrical energy supply before deceleration.

[0028] Furthermore, enhancing heat dissipation of the fuel cell cooling system according to the first control command includes:

[0029] Control the fuel cell circulation pump to increase the coolant circulation volume, increase the speed of the cooling fan, and increase the supply of hydrogen and oxygen;

[0030] The reduction of heat dissipation from the fuel cell cooling system according to the third control command includes:

[0031] The fuel cell outputs power, circulation pump speed, and radiator fan speed according to a set rate of change.

[0032] Furthermore, the step of determining the state the vehicle is about to enter based on information from a pre-set fixed road spectrum during normal vehicle operation specifically includes:

[0033] The acceleration or deceleration state of a vehicle is determined by the acceleration information in the road spectrum features. When the acceleration is positive, the vehicle is accelerating, and when the acceleration is negative, the vehicle is decelerating. At the same time, the magnitude of the absolute value of the acceleration reflects the degree of acceleration or deceleration of the vehicle.

[0034] The vehicle is determined to be operating at high or low power based on the current vehicle speed in the road spectrum features. If the current vehicle speed is greater than the set maximum vehicle speed threshold, the vehicle is operating at high power; if the current vehicle speed is less than the set minimum vehicle speed threshold, the vehicle is operating at low power.

[0035] The vehicle is going uphill or downhill based on the slope information in the road spectrum features. When the slope is positive, the vehicle is climbing uphill, and when the slope is negative, the vehicle is going downhill. The absolute value of the slope reflects the magnitude of the slope the vehicle is on.

[0036] Furthermore, the control method further includes:

[0037] During the vehicle startup phase, based on feature extraction from fixed road spectrum information, the vehicle startup time is determined. Before the set time for vehicle startup, when the difference between the ambient temperature and the fuel cell startup temperature is negative, the electronic three-way valve is closed, and the fuel cell coolant enters the first circulation loop. At the same time, the power battery is controlled to supply power to the PTC heater.

[0038] After the fuel cell starts normally, when the outlet temperature of the fuel cell coolant is about to reach the upper temperature limit, the PTC heater is controlled to stop heating, and the opening of the electronic three-way valve is controlled to allow the fuel cell coolant to enter the second circulation loop.

[0039] To address the aforementioned problems, a third aspect of the present invention provides a fuel cell vehicle that establishes an effective heat dissipation and power output strategy during high-power demands such as hill climbing and acceleration, and extends battery life as much as possible. This is of great significance for the stable operation of the thermal management system of proton exchange membrane fuel cells and for achieving energy conservation and emission reduction.

[0040] To achieve the above objectives, the present invention adopts the following technical solution:

[0041] A fuel cell vehicle includes the fuel cell vehicle thermal management control system described in the first aspect.

[0042] Compared with the prior art, the beneficial effects of the present invention are:

[0043] The fixed-path-spectrum vehicle operation control method provided by this invention predicts the vehicle's future operating conditions based on the travel time and the fixed-path spectrum of the vehicle's journey, and implements different vehicle management strategies according to different prediction results. During the switching between different operating strategies, the fuel cell can be changed in advance, extending the time for the fuel cell to change its operating conditions, reducing the impact on the fuel cell, and thus extending the fuel cell's lifespan. It effectively reduces the stringent requirements of the thermal management system on the transient operating conditions of the fuel cell, achieving stable operation of the thermal management system and energy conservation and emission reduction.

[0044] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0045] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0046] Figure 1 This is a block diagram of a thermal management control system for a fuel cell vehicle provided in an embodiment of the present invention;

[0047] Figure 2 This is a schematic diagram of the normal operating process provided in the embodiment of the present invention;

[0048] Figure 3 This is the driving data of the fuel cell tractor equipped with this fuel cell thermal management system provided in the embodiments of the present invention. Detailed Implementation

[0049] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0050] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0051] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0052] Terminology Explanation

[0053] Road surface spectrum: refers to the power spectral density curve of road surface irregularities. As a vehicle vibration input, road surface irregularities are mainly described by displacement power spectral density, and the time history of road surface irregularities can be treated as a stationary random process.

[0054] To establish effective heat dissipation and power output strategies during high-power demands such as hill climbing and acceleration, and to extend battery life as much as possible, this invention proposes a control method for a fuel cell hybrid vehicle management system based on intelligent algorithm-calculated road spectrum. In addition to conventional control of the fuel cell and power battery, the method adds the vehicle's driving road spectrum to modify the hybrid vehicle control strategy, achieving optimal economy and lifespan when the vehicle travels on a fixed road spectrum. By prematurely bringing the fuel cell into a high-load operating state or prematurely disengaging it, the dynamic response of the fuel cell is improved, and the optimal operating range of the power battery is stabilized.

[0055] Example 1

[0056] like Figure 1 As shown, this embodiment provides a thermal management system for a fuel cell vehicle, including a power battery module and a fuel cell module;

[0057] The power battery module includes a power battery, a battery remaining power detection module, and multiple battery temperature detection modules.

[0058] In this embodiment, the power battery is a lithium battery. Lithium batteries have advantages such as low density, high charge-discharge cycles, and long lifespan, making them suitable for the frequent charge-discharge conditions in hybrid electric vehicles.

[0059] The battery remaining power detection module is used to monitor the remaining power (SOC) of the power battery in real time, providing a basis for judgment in the implementation of control strategies.

[0060] The battery temperature detection module consists of multiple high-precision temperature sensors, used to monitor the temperature of the fuel cell body, the temperature of the fuel cell inlet and outlet coolant, and the temperature of the power battery in real time.

[0061] The fuel cell module includes a fuel cell controller, a fuel cell body, and a fuel cell cooling system;

[0062] Among them, the energy control strategy mainly focuses on the control of the fuel cell. Since the operating temperature of the power battery is different from that of the fuel cell, the cooling cycle of the power battery will not be described in this implementation.

[0063] The fuel cell cooling system comprises two loops: a first circulation loop and a second circulation loop for the fuel cell coolant. The first circulation loop mainly consists of the fuel cell stack, an electronic three-way valve, a PTC heater, and a circulating water pump, and its primary function is to heat the fuel cell coolant through the circulation loop. The second circulation loop includes the first circulation loop of the fuel cell, as well as external radiators, a cooling water tank, and other components; its primary function is to dissipate heat through the circulation loop.

[0064] Specifically, the fuel cell three-way valve is a high-precision flow controller that is superior to ordinary thermostats. It can accurately control the switching between large and small cycles of the fuel cell and adjust the opening of the three-way valve according to temperature changes to ensure that the operating temperature of the fuel cell is always in the high-efficiency range.

[0065] The fuel cell PTC heater is controlled by the fuel cell controller and powered by the power battery. This heater has the advantages of low thermal resistance and high heat exchange efficiency. It is an automatic temperature control, energy-saving and safe heater.

[0066] This system focuses on vehicles based on fixed road spectrum and improves the workflow of fuel cell vehicles.

[0067] The controller is also configured to:

[0068] Firstly, during the system startup phase, when a vehicle operates on a fixed road spectrum, it exhibits a relatively stable startup time and operating duration. Through long-term collection of road spectrum information, characteristic parameters are extracted using Markov chain and extended Kalman filter algorithms. Typical parameters representing the road spectrum information are input into the fuel cell's energy control unit. In this embodiment, the typical characteristic parameters are: current vehicle speed, average vehicle speed, maximum vehicle speed, average acceleration, maximum acceleration, and gradient data. The system can then intelligently determine the vehicle's startup time. Before the vehicle's startup time, the energy control unit detects the difference between the ambient temperature and the fuel cell's startup temperature. When the difference is negative, the control unit controls the electronic three-way valve to close, allowing the fuel cell coolant to enter a small circulation loop. Simultaneously, the power battery supplies power to the PTC heater, and the circulating water pump operates at low speed to prevent excessive temperature gradients from damaging the fuel cell. This reduces the impact on the proton exchange membrane caused by the rapid startup of the fuel cell in a low-temperature environment and the rapid discharge of the power battery on the fuel cell's lifespan.

[0069] After the fuel cell starts normally, as the temperature of the coolant in the small circulation continuously rises, the PTC heater stops heating when the coolant outlet temperature of the fuel cell is about to reach the upper temperature limit. The electronic three-way valve precisely controls the opening degree. Specifically, the electronic three-way valve is precisely controlled by a PID algorithm. The electronic three-way valve starts to open at 60°C and is fully open at 70°C, allowing the fuel cell coolant to enter the large circulation and ensuring the coolant temperature at the fuel cell inlet.

[0070] During normal vehicle operation, the fuel cell's energy control unit stores characteristic parameters with fixed road spectrum information. The control process during normal vehicle operation is as follows: Figure 2 As shown:

[0071] The fuel cell controller is configured to:

[0072] Read information from a pre-set fixed road spectrum and the SOC of the power battery during normal vehicle operation;

[0073] Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter;

[0074] If the vehicle is about to enter a climbing or acceleration section, and the SOC of the power battery is less than the lower limit, a first control command is generated. According to the first control command, the heat dissipation of the fuel cell cooling system is enhanced, and the electrical energy generated by the fuel cell is stored in the power battery. If the SOC is greater than the upper limit, a second control command is generated. According to the second control command, the power battery is controlled to provide climbing or acceleration power.

[0075] If the vehicle is about to enter a deceleration or downhill section, and the SOC of the power battery is less than the lower limit, a third control command is generated. According to the third control command, the heat dissipation of the fuel cell cooling system is reduced, and the electrical energy generated by the fuel cell is stored by the power battery. If the SOC of the power battery is greater than or equal to the upper limit, a fourth control command is generated. According to the fourth control command, the fuel cell is controlled to reduce the output power to the standby power at the maximum power change rate, and the power battery provides the electrical energy supply before deceleration.

[0076] The enhancement of heat dissipation of the fuel cell cooling system according to the first control command includes:

[0077] Control the fuel cell circulation pump to increase the coolant circulation volume, increase the speed of the cooling fan, and increase the supply of hydrogen and oxygen;

[0078] The reduction of heat dissipation from the fuel cell cooling system according to the third control command includes:

[0079] Control the fuel cell to reduce output power, circulation pump speed, and radiator fan speed.

[0080] The fuel cell gradually reduces its output power at a rate of: Among them, SOC niw This represents the current state of charge (SOC) of power batteries.

[0081] The above-mentioned solutions establish effective heat dissipation and power output strategies for high-power demands such as climbing and acceleration, and extend battery life as much as possible. This is of great significance for the stable operation of the thermal management system of proton exchange membrane fuel cells and for achieving energy conservation and emission reduction.

[0082] Example 2

[0083] This embodiment provides a thermal management control method for a fuel cell vehicle, based on the thermal management control system for a fuel cell vehicle described in Embodiment 1, comprising:

[0084] S1: Read information from a fixed road spectrum that is pre-set during normal vehicle operation;

[0085] S2: Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter;

[0086] S3: If the vehicle is about to enter a climbing or acceleration section, the controller determines the power distribution based on the power battery SOC.

[0087] S301: If the SOC is less than the maximum value for normal driving, the fuel cell needs to gradually increase its power to meet the increased power demand of the vehicle. At the same time, the controller controls the fuel cell circulation pump to increase the coolant circulation volume, controls the cooling fan to increase its speed, controls the supply of hydrogen and oxygen to increase, and stores the excess electrical energy generated at this time in the power battery.

[0088] S302: If the SOC is higher than the maximum value for normal driving, increasing the fuel cell power at this time will result in poor fuel economy and the generated electrical energy cannot be stored. Therefore, the fuel cell should be kept in its current state so that the power battery can handle the high power consumption road conditions such as climbing or acceleration.

[0089] S4: If the vehicle is about to enter a deceleration or downhill section, the controller will also determine the energy flow based on the SOC of the power battery.

[0090] S401: If the SOC is lower than the maximum value for normal driving, in order to ensure the lifespan and operating conditions of the fuel cell, the fuel cell slowly reduces its output power, with a conversion rate of [missing value]. Among them, SOC now To reduce the impact on the fuel cell by adjusting the current SOC of the power battery, the speed of the circulation pump, and the speed of the radiator fan, the electrical energy generated by the fuel cell is stored by the power battery as the speed is gradually reduced.

[0091] S402: If the SOC is greater than or equal to the maximum value during normal driving, the fuel cell will rapidly reduce its output power. Otherwise, it would waste electrical energy. The power battery will provide the electrical energy supply before deceleration. Consuming the electrical energy in the power battery can make full preparations for energy recovery during the deceleration process, so as to achieve the maximum utilization of energy.

[0092] S5: If the fixed road spectrum feature value does not change significantly, the vehicle will drive normally with the pre-set real-time strategy installed.

[0093] Specifically, determining the state the vehicle is about to enter based on information from a pre-set fixed road spectrum during normal vehicle operation includes:

[0094] The acceleration or deceleration state of a vehicle is determined by the acceleration information in the road spectrum features. When the acceleration is positive, the vehicle is accelerating, and when the acceleration is negative, the vehicle is decelerating. At the same time, the magnitude of the absolute value of the acceleration reflects the degree of acceleration or deceleration of the vehicle.

[0095] The vehicle is determined to be operating at high or low power based on the current vehicle speed in the road spectrum features. If the current vehicle speed is greater than the set maximum vehicle speed threshold, the vehicle is operating at high power; if the current vehicle speed is less than the set minimum vehicle speed threshold, the vehicle is operating at low power.

[0096] The vehicle is going uphill or downhill based on the slope information in the road spectrum features. When the slope is positive, the vehicle is climbing uphill, and when the slope is negative, the vehicle is going downhill. The absolute value of the slope reflects the magnitude of the slope the vehicle is on.

[0097] In this embodiment, the maximum vehicle speed threshold is set to 60 km / h, and the minimum vehicle speed threshold is set to 30 km / h.

[0098] The control method further includes:

[0099] During the vehicle startup phase, based on feature extraction from fixed road spectrum information, the vehicle startup time is determined. Before the set time for vehicle startup, when the difference between the ambient temperature and the fuel cell startup temperature is negative, the electronic three-way valve is closed, and the fuel cell coolant enters the first circulation loop. At the same time, the power battery is controlled to supply power to the PTC heater.

[0100] After the fuel cell starts normally, when the outlet temperature of the fuel cell coolant is about to reach the upper temperature limit, the PTC heater is controlled to stop heating, and the opening of the electronic three-way valve is controlled to allow the fuel cell coolant to enter the second circulation loop.

[0101] An improved genetic algorithm was obtained by combining Gaussian and Cauchy mutation operators with a population optimization mutation operator in the traditional genetic algorithm. The IGA algorithm was then used to improve the k-means clustering algorithm and the SVR algorithm, resulting in a control strategy for the vehicle's thermal management system. Simulation results compared with those of traditional control methods show that the intelligent control-based thermal management system not only meets heat dissipation requirements but also keeps the electric fan and electric compressor operating at lower speeds, effectively reducing energy consumption.

[0102] Driving data of a 49-ton fuel cell tractor equipped with this fuel cell thermal management system are as follows: Figure 3 As shown. This fixed road map uses the CHTC-TT standard as specified by national regulations. Figure 3 (a) shows the motor output power data. Figure 3 (b) shows the fuel cell output power data. Figure 3 (c) shows the fuel cell temperature data. Figure 3 (d) represents SOC data. Figure 3 (e) represents the opening angle data of the three-way valve. Figure 3 The data in (f) represents the power of the water pump.

[0103] In this example, the opening degree of the three-way valve changes with the fuel cell temperature. At 600s, the fuel cell temperature reaches 60℃, at which point the three-way valve begins to open, and the fuel cell enters the large-cycle cooling phase. As the temperature rises, the opening degree of the three-way valve increases. At 1000s, the fuel cell temperature drops, and to maintain normal operation, the opening degree of the three-way valve decreases, and the fuel cell enters the small-cycle phase. After 1000s, the average output power of the motor increases, indicating high-power operation. Simultaneously, to maintain a constant SOC, the fuel cell also enters high-power operation, with a minimum output power of 60kW, and operates at full load for an extended period. The water pump power indicates that at 1000s, as the fuel cell approaches high power output, the water pump enters a high-power, high-flow-rate state earlier, enhancing the fuel cell's cooling capacity and reducing the temperature difference during fuel cell operation.

[0104] Example 3

[0105] A fuel cell vehicle includes a fuel cell vehicle thermal management control system as described in Example 1.

[0106] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A thermal management control system for a fuel cell vehicle, characterized in that, It includes a fuel cell controller, a power battery remaining power detection module, and a fuel cell cooling system. The power battery remaining power detection module is used to detect the power battery's state of charge (SOC). The fuel cell controller is configured to: Read information from a pre-set fixed road spectrum and the SOC of the power battery during normal vehicle operation; Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter; If the vehicle is about to enter a climbing or acceleration section, and the SOC of the power battery is less than the lower limit of SOC, a first control command is generated. According to the first control command, the heat dissipation of the fuel cell cooling system is enhanced, and the electrical energy generated by the fuel cell is stored in the power battery. If the SOC is greater than the upper limit of SOC, a second control command is generated, and the power battery is controlled to provide climbing or acceleration power according to the second control command. If the vehicle is about to enter a deceleration or downhill section, and the SOC of the power battery is less than the lower limit, a third control command is generated. According to the third control command, the heat dissipation of the fuel cell cooling system is reduced, and the electrical energy generated by the fuel cell is stored by the power battery. If the SOC of the power battery is greater than or equal to the upper limit, a fourth control command is generated. According to the fourth control command, the fuel cell is controlled to reduce the output power to the standby power at the maximum power change rate, and the power battery provides the electrical energy supply before deceleration. The controller is further configured as follows: During the vehicle startup phase, based on feature extraction from fixed road spectrum information, the vehicle startup time is determined. Before the set time for vehicle startup, when the difference between the ambient temperature and the fuel cell startup temperature is negative, the electronic three-way valve is closed, and the fuel cell coolant enters the small circulation loop. At the same time, the power battery is controlled to supply power to the PTC heater. After the fuel cell starts normally, when the outlet temperature of the fuel cell coolant is about to reach the upper temperature limit, the PTC heater is controlled to stop heating, and the opening of the electronic three-way valve is controlled to allow the fuel cell coolant to enter the large circulation loop. The information of the fixed road spectrum preset during normal vehicle operation includes current vehicle speed, average vehicle speed, maximum vehicle speed, average acceleration, maximum acceleration, and gradient information.

2. The thermal management control system for a fuel cell vehicle as described in claim 1, characterized in that, The fuel cell cooling system includes two loops: a first circulation loop and a second circulation loop for the fuel cell coolant. The first circulation loop mainly consists of the fuel cell stack, an electronic three-way valve, a PTC heater, and a circulating water pump. The second circulation loop includes a small circulation loop for the fuel cell, as well as an external radiator and a cooling water tank assembly. The fuel cell coolant is heated through the first circulation loop and cooled through the second circulation loop.

3. The thermal management control system for a fuel cell vehicle as described in claim 1, characterized in that, The electronic three-way valve begins to open at 60℃ and fully opens at 70℃.

4. A thermal management control method for a fuel cell vehicle, employing the thermal management control system for a fuel cell vehicle according to any one of claims 1-3, characterized in that, include: Read information from a pre-set fixed road spectrum during normal vehicle operation; Based on the information of a fixed road spectrum preset during normal vehicle operation, determine the state that the vehicle is about to enter; If the vehicle is about to enter a climbing or acceleration section, and the SOC of the power battery is less than the lower limit of SOC, a first control command is generated. According to the first control command, the heat dissipation of the fuel cell cooling system is enhanced, and the electrical energy generated by the fuel cell is stored in the power battery. If the SOC is greater than the upper limit of SOC, a second control command is generated, and the power battery is controlled to provide climbing or acceleration power according to the second control command. If the vehicle is about to enter a deceleration or downhill section, and the SOC of the power battery is less than the lower limit, a third control command is generated. According to the third control command, the heat dissipation of the fuel cell cooling system is reduced, and the electrical energy generated by the fuel cell is stored by the power battery. If the SOC of the power battery is greater than or equal to the upper limit, a fourth control command is generated. According to the fourth control command, the fuel cell is controlled to reduce the output power to the standby power at the maximum power change rate, and the power battery provides the electrical energy supply before deceleration.

5. The thermal management control method for a fuel cell vehicle as described in claim 4, characterized in that, The enhancement of heat dissipation of the fuel cell cooling system according to the first control command includes: Control the fuel cell circulation pump to increase the coolant circulation volume, increase the speed of the cooling fan, and increase the supply of hydrogen and oxygen; The reduction of heat dissipation from the fuel cell cooling system according to the third control command includes: The fuel cell outputs power, circulation pump speed, and radiator fan speed according to a set rate of change.

6. The thermal management control method for a fuel cell vehicle as described in claim 4, characterized in that, The step of determining the state the vehicle is about to enter based on information from a pre-set fixed road spectrum during normal vehicle operation specifically includes: The acceleration or deceleration state of a vehicle is determined by the acceleration information in the road spectrum features. When the acceleration is positive, the vehicle is accelerating, and when the acceleration is negative, the vehicle is decelerating. At the same time, the magnitude of the absolute value of the acceleration reflects the degree of acceleration or deceleration of the vehicle. The vehicle is determined to be operating at high or low power based on the current vehicle speed in the road spectrum features. If the current vehicle speed is greater than the set maximum vehicle speed threshold, the vehicle is operating at high power; if the current vehicle speed is less than the set minimum vehicle speed threshold, the vehicle is operating at low power. The vehicle is going uphill or downhill based on the slope information in the road spectrum features. When the slope is positive, the vehicle is climbing uphill, and when the slope is negative, the vehicle is going downhill. The absolute value of the slope reflects the magnitude of the slope the vehicle is on.

7. The thermal management control method for a fuel cell vehicle as described in claim 4, characterized in that, The control method further includes: During the vehicle startup phase, based on feature extraction from fixed road spectrum information, the vehicle startup time is determined. Before the set time for vehicle startup, when the difference between the ambient temperature and the fuel cell startup temperature is negative, the electronic three-way valve is closed, and the fuel cell coolant enters the first circulation loop. At the same time, the power battery is controlled to supply power to the PTC heater. After the fuel cell starts normally, when the outlet temperature of the fuel cell coolant is about to reach the upper temperature limit, the PTC heater is controlled to stop heating, and the opening of the electronic three-way valve is controlled to allow the fuel cell coolant to enter the second circulation loop.

8. A fuel cell vehicle, comprising a fuel cell vehicle thermal management control system as described in any one of claims 1-3.

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