Energy management method and thermal management system

Abstract

The invention provides an energy management method and a thermal management system.The method is applied to a vehicle and comprises the steps that the current temperature of a power battery is obtained when a fuel cell vehicle starts a hybrid mode; if the current temperature of the power battery is smaller than or equal to the preset temperature of the power battery, a fuel battery of the fuel battery vehicle is started, and the current temperature of the fuel battery in the operation process of the fuel battery vehicle in the hybrid mode is obtained; and when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, heating the power cell and / or a cabin of the fuel cell vehicle by using heat generated by the fuel cell. According to the method, the fuel cell can be started under the condition that the fuel cell vehicle is in the hybrid mode and at the low temperature, and when the temperature of the fuel cell is high, the heat generated by the fuel cell is used for heating the power cell and the cabin, the heat generated by the fuel cell is fully used, the endurance mileage of the power cell in the low-temperature environment is increased, and energy consumption is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to an energy management method and a thermal management system in the field of fuel cell vehicles. Background Art

[0002] Fuel cell vehicles use the electricity generated by the electrochemical reaction in fuel cells to drive the car. Due to its high efficiency, zero emissions, smooth operation, and noise-free performance, it is called a "genuine environmentally friendly car" and is the future development trend of the automotive industry.

[0003] The core component of a fuel cell vehicle is the fuel cell stack. Fuel cells are highly efficient, clean, and sustainable power generation devices. Fuel cells convert chemical energy into electrical energy through electrochemical reactions, unconstrained by the Carnot cycle and boasting a direct power generation efficiency of up to 45%. However, existing technologies for fuel cell vehicles suffer from relatively simple thermal management methods, resulting in inefficient energy utilization. Summary of the Invention

[0004] The present application provides an energy management method and a thermal management system. The method can start the fuel cell of a fuel cell vehicle when the fuel cell vehicle is in hybrid mode and is at a low temperature. When the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, the heat generated by the fuel cell is used to heat the power battery and the cabin of the fuel cell vehicle. The heat generated by the fuel cell is fully utilized to increase the cruising range of the power battery in a low-temperature environment. Using waste heat to heat the cabin can reduce energy consumption and save energy.

[0005] In a first aspect, an energy management method is provided, comprising the following steps: obtaining a current temperature of a power battery when a fuel cell vehicle starts a hybrid mode; if the current temperature of the power battery is less than or equal to a preset temperature of the power battery, starting the fuel cell of the fuel cell vehicle and obtaining the current temperature of the fuel cell during operation of the fuel cell vehicle in the hybrid mode; when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, using heat generated by the fuel cell to heat the power battery and / or a cabin of the fuel cell vehicle.

[0006] Through the above technical solution, the embodiment of the present application can obtain the temperature of the power battery when the fuel cell starts the hybrid mode to determine whether the fuel cell is operating under low temperature conditions. If the fuel cell vehicle is operating under low temperature conditions, the fuel cell of the fuel cell vehicle is started, and when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, the heat generated by the fuel cell is used to heat at least one of the power battery and the cabin of the fuel cell vehicle. In this way, the heat generated by the fuel cell can be fully utilized without the need to use additional electricity to heat the power battery and the cabin, thereby achieving the goal of saving energy and increasing cruising range. At the same time, since the power battery is heated, the impact of low temperature on the power battery can be reduced when the power battery is subsequently switched to be used, thereby improving the cruising range of the power battery.

[0007] In combination with the first aspect, in certain possible implementations, the heat generated by the fuel cell is used to heat the power battery and / or the cabin of the fuel cell vehicle, including: connecting the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and / or, the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, wherein the first thermal management circuit is used for thermal management of the fuel cell, the third thermal management circuit is used for thermal management of the cabin, and the third thermal management circuit is used for thermal management of the power battery.

[0008] Through the above technical solution, the embodiment of the present application can achieve thermal management of the fuel cell, the cabin, and the power battery by controlling the heat exchange circuits between the thermal management circuits.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, if the current temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit are disconnected.

[0010] Through the above technical solution, the embodiment of the present application can disconnect the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, and stop heating when the temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after using the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, it also includes: if the current temperature of the fuel cell is greater than the first target temperature of the fuel cell, then turning on the fourth thermal management loop until the current temperature of the fuel cell is in the first target temperature range, and then closing the fourth thermal management loop, wherein the fourth thermal management loop is used for thermal management of the fuel cell, the first target temperature range is the range consisting of the preset temperature of the fuel cell and the second target temperature of the fuel cell, the first target temperature of the fuel cell is greater than the preset temperature of the fuel cell, and the first target temperature of the fuel cell is less than the second target temperature of the fuel cell.

[0012] Through the above technical solution, the present application can implement the fourth thermal management loop when the temperature of the fuel cell is greater than the first target temperature of the fuel cell, and close the fourth thermal management loop until the current temperature of the fuel cell is in the first target temperature range.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a first three-way valve is arranged between the first thermal management circuit and the fourth thermal management circuit to connect the fourth thermal management circuit, including: determining the diversion ratio of the fourth thermal management circuit according to the current temperature of the fuel cell; adjusting the opening of at least one port in the first three-way valve according to the diversion ratio, and starting the cooling fan of the fourth thermal management circuit when the diversion ratio is greater than the preset ratio.

[0014] According to the above technical solution, the embodiment of the present application can determine the diversion ratio of the fourth thermal management loop by the temperature of the fuel cell, and start the cooling fan of the fourth thermal management loop when the diversion ratio is greater than the preset ratio to prevent the temperature from being too high.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a second three-way valve is provided between the second thermal management circuit and the first heat exchange circuit, and a third three-way valve is provided between the third thermal management circuit and the first heat exchange circuit; after using the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, it also includes: thermally managing the second thermal management circuit according to the current temperature of the cabin and the corresponding second target temperature range, and adjusting the opening of at least one port in the second three-way valve; thermally managing the third thermal management circuit according to the current temperature of the power battery and the corresponding third target temperature range, and adjusting the opening of at least one port in the third three-way valve.

[0016] According to the above technical solution, the embodiment of the present application can perform thermal management on the second thermal management circuit according to the temperature of the cabin and the corresponding second target temperature range, and perform thermal management on the third thermal management circuit according to the temperature of the power battery and the corresponding third target temperature range, and adjust the opening of at least one port of the corresponding three-way valve when performing thermal management.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: if the current temperature of the power battery is greater than the preset temperature of the power battery, obtaining at least one of the average power consumption of the entire vehicle, the current state of charge SOC (State of Charge) of the power battery and the current temperature of the fuel cell; based on at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery and the current temperature of the fuel cell, energy management of the fuel cell vehicle is performed.

[0018] According to the above technical solution, the embodiment of the present application can perform energy management on the fuel cell vehicle based on at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery and the current temperature of the fuel cell when the power battery temperature is greater than the preset temperature of the power battery, that is, the vehicle is not in a low temperature condition.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, energy management of the fuel cell vehicle is performed based on at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery, and the current temperature of the fuel cell, including: if the current SOC is greater than or equal to a first preset SOC, and the average power consumption of the entire vehicle is less than or equal to the preset power consumption, then the power battery is used to provide energy for the entire vehicle; if the current SOC is greater than or equal to the first preset SOC, and the average power consumption of the entire vehicle is greater than the preset power consumption, or the current SOC is less than the first preset SOC, then the fuel cell is used to provide energy for the entire vehicle and charge the power battery, and the fuel cell is thermally managed based on the current temperature of the fuel cell until the current SOC is greater than or equal to a second preset SOC, wherein the second preset SOC is greater than the first preset SOC.

[0020] According to the above technical solution, the embodiment of the present application can determine how to perform thermal management based on the SOC of the power battery and the average power consumption of the entire vehicle.

[0021] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, before obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: detecting the operating mode of the fuel cell vehicle, the operating mode includes a hybrid mode and a pure electric mode; if the operating mode is a hybrid mode, obtaining the current temperature of the power battery of the fuel cell vehicle in the hybrid mode; if the operating mode is a pure electric mode, obtaining the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements, and performing energy management on the fuel cell vehicle based on the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements.

[0022] According to the above technical solution, the embodiment of the present application can determine how to perform energy management according to the operating mode of the fuel cell vehicle.

[0023] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, energy management of the fuel cell vehicle is performed based on at least one of the current SOC of the power battery, the current temperature of the power battery and the cabin heating demand, including: if the current SOC is greater than or equal to a third preset SOC, thermal management of the power battery is performed based on the current temperature of the power battery, and thermal management of the cabin is performed based on the cabin heating demand; if the current SOC is less than the third preset SOC, a charging prompt for the power battery is generated.

[0024] According to the above technical solution, the embodiment of the present application can determine how to perform thermal management according to the SOC of the power battery.

[0025] In a second aspect, a thermal management system is provided, characterized in that the energy pipeline method of the first aspect or any one of the first aspects uses a thermal management system for energy piping, and the system includes: first to third thermal management loops, wherein the first thermal management loop is used for thermal management of the fuel cell, the second thermal management loop is used for thermal management of the cabin, and the third thermal management loop is used for thermal management of the power battery; a heat exchanger is provided on the first thermal management loop, wherein the heat exchanger is provided with first to third layers of heat exchange pipelines, the first layer of heat exchange pipeline is located between the second layer of heat exchange pipeline and the third layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the second layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the third layer of heat exchange pipeline, the first layer of heat exchange pipeline is connected to the first thermal management loop, the second layer of heat exchange pipeline is connected to the second thermal management loop through the first heat exchange loop, and the third layer of heat exchange pipeline is connected to the third thermal management loop through the second heat exchange loop.

[0026] Through the above technical solution, the embodiment of the present application manages the heat exchange pipeline in the heat exchanger by setting a heat exchanger on the first thermal management loop, thereby realizing the overall thermal management of the fuel cell, thereby making full use of the heat generated by the operation of the fuel cell, improving the cruising range, reducing the energy loss of the entire vehicle, improving energy utilization, and saving energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a flow chart of the energy management method provided in an embodiment of the present application;

[0028] Figure 2 is a block diagram of a thermal management system provided in an embodiment of the present application;

[0029] Figure 3 This is a schematic diagram of the specific structure of the thermal management system provided in an embodiment of the present application;

[0030] Figure 4 This is a flow chart of an energy management method provided by one embodiment of the present application;

[0031] Figure 5 This is a flow chart of the energy management method in pure electric mode provided by an embodiment of the present application;

[0032] Figure 6 This is a flow chart of the energy management method in hybrid mode provided by an embodiment of the present application;

[0033] Figure 7 This is a flow chart of an energy management method for a power battery in a hybrid mode when the power battery is not in a low-temperature state, provided by an embodiment of the present application;

[0034] Figure 8 This is a flow chart of an energy management method for a power battery in a hybrid mode at a low temperature provided by an embodiment of the present application. DETAILED DESCRIPTION

[0035] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0036] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0037] Figure 1 This is a flow chart of an energy management method provided in an embodiment of the present application.

[0038] For example, Figure 1 As shown, the method includes the following steps:

[0039] In step S101 , the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode is obtained.

[0040] The current temperature of the power battery can be obtained through a temperature sensor.

[0041] In an embodiment of the present application, before obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: detecting the operating mode of the fuel cell vehicle, the operating mode includes a hybrid mode and a pure electric mode; if the operating mode is a hybrid mode, obtaining the current temperature of the power battery of the fuel cell vehicle in the hybrid mode; if the operating mode is a pure electric mode, obtaining the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements, and performing energy management on the fuel cell vehicle based on the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements.

[0042] It can be understood that the embodiments of the present application can determine how to perform energy management on the fuel cell vehicle based on the two operating modes of the fuel cell vehicle, so as to select a suitable energy management method based on the different modes. Specifically, if the operating mode is the hybrid mode, the current temperature of the power battery of the fuel cell vehicle in the hybrid mode is obtained; if the operating mode is the pure electric mode, the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements are obtained; and energy management of the fuel cell vehicle is performed based on the current SOC of the power battery, the current temperature of the power battery and at least one of the cabin heating requirements.

[0043] In an embodiment of the present application, energy management is performed on a fuel cell vehicle based on at least one of the current SOC of the power battery, the current temperature of the power battery, and the cabin heating demand, including: if the current SOC is greater than or equal to a third preset SOC, thermal management of the power battery is performed based on the current temperature of the power battery, and thermal management of the cabin is performed based on the cabin heating demand; if the current SOC is less than the third preset SOC, a charging prompt for the power battery is generated.

[0044] The third preset SOC may be set according to specific circumstances, for example, it may be set to 40%.

[0045] It can be understood that the embodiment of the present application can determine the specific energy management strategy by judging the current SOC of the power battery. Specifically: if the SOC is greater than or equal to the third preset SOC, it indicates that the power battery is sufficiently charged at this time, and the power battery can be thermally managed according to the current temperature of the power battery, and the cabin can be thermally managed based on the cabin heating requirements. Otherwise, it indicates that the power battery is insufficient at this time, and a charging prompt for the power battery is generated, prompting the user to find a charging pile as soon as possible.

[0046] In addition, when the current SOC is less than the third preset SOC, the user may be prompted to find a charging station as soon as possible, or the user may be prompted to switch to hybrid mode.

[0047] In step S102 , if the current temperature of the power battery is less than or equal to the preset temperature of the power battery, the fuel cell of the fuel cell vehicle is started, and the current temperature of the fuel cell during operation of the fuel cell vehicle in the hybrid mode is obtained.

[0048] The preset temperature of the power battery can be set according to specific circumstances and is not limited thereto. For example, it can be set to 15°C.

[0049] It can be understood that in the embodiment of the present application, when the current temperature of the power battery is less than or equal to the preset temperature of the power battery, it indicates that the vehicle is in a low-temperature environment, the fuel cell of the fuel cell vehicle is started, and the current temperature of the fuel cell during the operation of the fuel cell vehicle in hybrid mode is obtained, so as to subsequently perform energy management of the fuel cell vehicle based on the current temperature of the fuel cell.

[0050] In an embodiment of the present application, after obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: if the current temperature of the power battery is greater than the preset temperature of the power battery, it also includes: obtaining at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery and the current temperature of the fuel cell; based on at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery and the current temperature of the fuel cell, energy management of the fuel cell vehicle is performed.

[0051] It can be understood that in the embodiment of the present application, when the current temperature of the power battery is greater than the preset temperature of the power battery, it indicates that the fuel cell vehicle is not in a low-temperature state at this time, and the fuel cell vehicle can be energy managed based on at least one of the average consumption of the entire vehicle, the current state of charge SOC of the power battery and the current temperature of the fuel cell. The specific management is as follows.

[0052] In an embodiment of the present application, energy management is performed on a fuel cell vehicle based on at least one of the average power consumption of the entire vehicle, the current state of charge SOC of the power battery, and the current temperature of the fuel cell, including: if the current SOC is greater than or equal to a first preset SOC, and the average power consumption of the entire vehicle is less than or equal to the preset power consumption, then the power battery is used to provide energy for the entire vehicle; if the current SOC is greater than or equal to the first preset SOC, and the average power consumption of the entire vehicle is greater than the preset power consumption, or the current SOC is less than the first preset SOC, then the fuel cell is used to provide energy for the entire vehicle and charge the power battery, and the fuel cell is thermally managed based on the current temperature of the fuel cell until the current SOC is greater than or equal to a second preset SOC, wherein the second preset SOC is greater than the first preset SOC.

[0053] Among them, the first preset SOC, the second preset SOC, and the preset power consumption can be set according to the specific situation. The second preset SOC is greater than the first preset SOC. For example, the first preset SOC can be set to 60%, the second preset SOC can be set to 85%, and the preset power consumption can be set to 15KW.

[0054] Specifically, the energy management of a fuel cell vehicle in the embodiment of the present application mainly includes:

[0055] It can be understood that the embodiment of the present application can use the power battery to provide energy for the whole vehicle when the current SOC is greater than or equal to the first preset SOC and the average power consumption of the whole vehicle is less than or equal to the preset power consumption, indicating that the power demand value of the whole vehicle is small at this time; when the current power SOC is greater than or equal to the first preset SOC and the average power consumption of the whole vehicle is greater than the set power consumption, or the current SOC is less than the first preset SOC, indicating that the Xishi vehicle consumes a large power, the fuel cell is started to provide energy for the whole vehicle and charge the power battery, and the fuel cell is thermally managed based on the current temperature of the fuel cell until the current SOC is greater than or equal to the second preset SOC, that is, after the power battery is charged, the fuel cell stops providing energy for the whole vehicle.

[0056] In step S103 , when the current temperature of the fuel cell is greater than a preset temperature of the fuel cell, the heat generated by the fuel cell is used to heat the power battery and / or the cabin of the fuel cell vehicle.

[0057] The temperature of the fuel cell can be obtained by a temperature sensor, and the preset temperature of the fuel cell can be set according to specific circumstances, for example, it can be set to 60°C.

[0058] It can be understood that the embodiment of the present application can use the heat generated by the fuel cell to heat the power battery and the cabin of the fuel cell vehicle when the temperature of the fuel cell is greater than the preset temperature of the fuel cell, thereby utilizing the waste heat generated during the operation of the fuel cell, making full use of the heat of the fuel cell, reducing energy consumption and travel costs, and heating the power battery in a low temperature environment can avoid the reduction of the power battery's endurance and life in a low temperature environment, improve the cruising range, and extend the battery life.

[0059] In an embodiment of the present application, the heat generated by the fuel cell is used to heat the power battery and / or the cabin of the fuel cell vehicle, including: connecting the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and / or, the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, wherein the first thermal management circuit is used for thermal management of the fuel cell, the third thermal management circuit is used for thermal management of the cabin, and the third thermal management circuit is used for thermal management of the power battery.

[0060] It is understood that the specific method for managing heat generated by the fuel cell in the embodiment of the present application is as follows, wherein the first thermal management loop is used for thermal management of the fuel cell, the third thermal management loop is used for thermal management of the cabin, and the fourth thermal management loop is used for thermal management of the power battery:

[0061] 1. If both power battery heating and fuel cell vehicle cabin heating are required, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit are connected;

[0062] 2. If there is a need to heat the power battery but no need to heat the cabin of the fuel cell vehicle, the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit is connected;

[0063] 3. If there is a demand for cabin heating of the fuel cell vehicle but no demand for power battery heating, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit is connected.

[0064] In an embodiment of the present application, if the current temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit are disconnected.

[0065] It can be understood that, in the embodiment of the present application, when the current temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit are disconnected.

[0066] In an embodiment of the present application, after using the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, it also includes: if the current temperature of the fuel cell is greater than the first target temperature of the fuel cell, the fourth thermal management circuit is turned on until the current temperature of the fuel cell is in the first target temperature range, and then the fourth thermal management circuit is closed, wherein the fourth thermal management circuit is used for thermal management of the fuel cell, the first target temperature range is the range consisting of the preset temperature of the fuel cell and the second target temperature of the fuel cell, the first target temperature of the fuel cell is greater than the preset temperature of the fuel cell, and the first target temperature of the fuel cell is less than the second target temperature of the fuel cell.

[0067] Among them, the first target temperature of the fuel cell can be set according to specific circumstances, for example, set to 70°C, the first target temperature of the fuel cell is greater than the preset temperature of the fuel cell, and the first target temperature of the fuel cell is less than the second target temperature of the fuel cell; the first target temperature range is the range composed of the preset temperature of the fuel cell and the second target temperature of the fuel cell, for example, 60°C to 75°C.

[0068] It is understandable that the embodiment of the present application can open the fourth thermal management loop when the temperature of the fuel cell is greater than the first target temperature of the fuel cell, and close the fourth thermal management loop until the temperature of the fuel cell is within the first target temperature range.

[0069] In an embodiment of the present application, a first three-way valve is provided between the first thermal management circuit and the fourth thermal management circuit to conduct the fourth thermal management circuit, including: determining the diversion ratio of the fourth thermal management circuit according to the current temperature of the fuel cell; adjusting the opening of at least one port in the first three-way valve according to the diversion ratio, and starting the cooling fan of the fourth thermal management circuit when the diversion ratio is greater than a preset ratio.

[0070] The preset ratio can be set according to specific circumstances, for example, 1:9.

[0071] It can be understood that the embodiment of the present application can determine the diversion ratio of the fourth thermal management circuit according to the current temperature of the fuel cell, that is, perform dynamic adjustment based on the temperature of the fuel cell, and adjust the opening of at least one port in the first three-way valve according to the diversion ratio, and when the diversion ratio is greater than the preset ratio, prevent the influence of high temperature and start the cooling fan of the fourth thermal management circuit to cool down.

[0072] In an embodiment of the present application, a second three-way valve is provided between the second thermal management circuit and the first heat exchange circuit, and a third three-way valve is provided between the third thermal management circuit and the first heat exchange circuit; after using the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, it also includes: thermally managing the second thermal management circuit according to the current temperature of the cabin and the corresponding second target temperature range, and adjusting the opening of at least one port in the second three-way valve; thermally managing the third thermal management circuit according to the current temperature of the power battery and the corresponding third target temperature range, and adjusting the opening of at least one port in the third three-way valve.

[0073] The second target temperature range may be set to 30°C to 45°C, and the third target temperature range may be set to 30°C to 45°C.

[0074] It can be understood that the embodiment of the present application can perform thermal management on the second thermal management circuit according to the current temperature of the cabin and the corresponding second target range, and adjust the opening of at least one port in the second three-way valve; perform thermal management on the third thermal management circuit according to the current temperature of the power battery and the corresponding third target temperature range, and adjust the opening of at least one port in the third three-way valve to ensure that the temperatures of the cabin and the power battery are within the appropriate range. Keeping the cabin within the appropriate temperature range is beneficial to driving comfort, and keeping the power battery within the appropriate temperature range is beneficial to keeping the power battery in a more friendly state, avoiding the effects of excessively high or low temperatures.

[0075] In summary, the embodiments of the present application can fully utilize the heat of the fuel cell through the energy management method under different temperature conditions in the pure electric mode and the hybrid mode, and can maintain the healthy state of the energy storage battery in a low temperature environment, thereby avoiding the adverse effects of the low temperature environment on the life of the power battery. In addition, the embodiments of the present application can also use the heat of the fuel cell to manage the heat of the drive motor. Since the motor transmission efficiency of the drive motor will be significantly optimized at low temperatures, it can reduce the problems of slow electronic control response of the vehicle and limited power of the drive motor, enhance the vehicle's ability to escape from difficulties, and further improve the vehicle's endurance.

[0076] According to the energy management method proposed in the embodiment of the present application, when the fuel cell starts the hybrid mode, the temperature of the power battery can be obtained to determine whether the fuel cell is operating under low temperature conditions. If the fuel cell vehicle is operating under low temperature conditions, the fuel cell of the fuel cell vehicle is started, and when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, the heat generated by the fuel cell is used to heat at least one of the power battery and the cabin of the fuel cell vehicle. In this way, the heat generated by the fuel cell can be fully utilized without the need to use additional electric energy to heat the power battery and the cabin, thereby achieving the goal of saving energy and increasing cruising range. At the same time, since the power battery is heated, the impact of low temperature on the power battery can be reduced when the power battery is subsequently switched to be used, thereby improving the cruising range of the power battery.

[0077] Figure 2 Schematic diagram of the thermal management system provided in an embodiment of the present application.

[0078] The above energy piping method utilizes the thermal management system 10 to perform energy piping, such as Figure 2 As shown, the thermal management system 10 includes a first thermal management loop 11 , a second thermal management loop 12 , and a third thermal management loop 13 .

[0079] Among them, the first thermal management loop 11 is used for thermal management of the fuel cell, the second thermal management loop 12 is used for thermal management of the cabin, and the third thermal management loop 13 is used for thermal management of the power battery, and a heat exchanger is provided on the first thermal management loop 11, wherein the heat exchanger is provided with first to third layers of heat exchange pipelines, the first layer of heat exchange pipeline is located between the second layer of heat exchange pipeline and the third layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the second layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the third layer of heat exchange pipeline, the first layer of heat exchange pipeline is connected to the first thermal management loop 11, the second layer of heat exchange pipeline is connected to the second thermal management loop through the first heat exchange loop, and the third layer of heat exchange pipeline is connected to the third thermal management loop through the second heat exchange loop.

[0080] It is understood that the thermal management system 10 of the embodiment of the present application includes three thermal management loops: a first thermal management loop 11 for thermal management of the fuel cell, a second thermal management loop 12 for thermal management of the cabin, and a third thermal management loop 13 for thermal management of the power battery. A heat exchanger is provided on the first thermal management loop, and first to third layers of heat exchange pipes are provided within the heat exchanger. Heat exchange layers are provided between the first and second layers of heat exchange pipes, and between the first and third layers of heat exchange pipes. The first layer of heat exchange pipes is connected to the first thermal management loop, the second layer of heat exchange pipes is connected to the second thermal management loop via the first heat exchange loop, and the third layer of heat exchange pipes is connected to the third thermal management loop via the second heat exchange loop. By providing a heat exchanger on the first thermal management loop, the heat exchange pipes within the heat exchanger can be managed to achieve overall thermal management of the fuel cell.

[0081] Specifically, the thermal management system of the embodiment of the present application is as follows Figure 3 As shown, it includes: a power battery thermal management layer, a drive motor, a plate heat exchanger, and a low-temperature bypass valve. The embodiment of the present application constructs a set of thermal management circuits for the power battery and the drive motor, and realizes the thermal management interaction between the fuel cell and the whole vehicle through the heat exchanger. By adjusting the opening of the three valves, namely the cooling bypass valve, the low-temperature bypass valve, and the warm air bypass valve, the independent operation and coordinated interaction between the first thermal management circuit (fuel cell thermal management circuit), the second thermal management circuit, and the third thermal management circuit (power battery circuit) are realized. The heat energy generated by the operation of the fuel cell is fully utilized to heat the power battery and the drive motor, which can avoid the reduction of the power battery's endurance and life in a low-temperature environment, improve the cruising range, and extend the battery life. At the same time, the heat energy generated can also be used to heat the cockpit, reducing energy consumption and travel costs.

[0082] According to the thermal management system proposed in the present application, a heat exchanger is set on the first thermal management loop to manage the heat exchange pipeline in the heat exchanger, thereby realizing the overall thermal management of the fuel cell, thereby making full use of the heat generated by the operation of the fuel cell, improving the cruising range, reducing the energy loss of the whole vehicle, improving the energy utilization rate, and saving energy.

[0083] Based on the above energy management method combined with the above Figure 3 It can also be understood that the thermal management system of the present application utilizes the thermal management system of the above-mentioned embodiment, that is, through the design of the thermal management layer of the power battery, the drive motor, the plate heat exchanger, and the low-temperature bypass valve, the thermal management architecture of the power battery and the drive motor of the fuel cell vehicle is divided into two modes: self-heating and passive heating.

[0084] 1. Under the condition of self-heating, the power battery, drive motor and fuel cell system can work independently without affecting each other;

[0085] 2. Under passive heating conditions, the heat generated by the fuel cell system can be used for vehicle heating, temperature management of the power battery and drive motor, thereby further maintaining the power battery in the most friendly state of SOC within the range of 40%-60% and temperature-friendly state, avoiding the impact of low temperature on the healthy life of the power battery.

[0086] The following will be combined Figure 3 The specific process of the energy management method of the embodiment of the present application is described in the thermal management system of the present application. Figure 4 As shown, the vehicle starts, and the vehicle controller unit (VCU) performs a self-check to confirm the ambient temperature. The energy management method of the vehicle can be further specifically divided into two operating modes.

[0087] 1. Pure electric mode, such as Figure 5 As shown, Figure 4 Process A in .

[0088] Step S1: Determine whether the power battery SOC is ≥ 40%. If so, proceed to steps S2-S5; otherwise, proceed to step S6.

[0089] Step S2: The low-temperature bypass valve ③ is fully closed, and the low-temperature bypass valve ①② is fully opened; the low-temperature cooling water pump and the low-temperature cooling fan dynamically adjust the power based on the temperature sensor T3. The higher the T3 value, the higher the speed of the low-temperature cooling water pump and the low-temperature cooling fan;

[0090] Step S3: The vehicle power battery completes the vehicle energy supply and drives the vehicle drive motor to operate;

[0091] Step S4: The fuel cell system is not running, and the corresponding electric heater is shut down; the high-temperature cooling water pump is shut down; and the high-temperature radiator is shut down;

[0092] Step S5: Determine whether there is a need for cockpit heating. If so, execute step S51; otherwise, the process ends.

[0093] Step S51: Warm air bypass valve ports ① and ③ are fully open; warm air bypass valve port ② is fully closed; the warm air heater is running; the warm air water pump is running; and the warm air fan is running. The operating power of the warm air heater and warm air water pump is dynamically adjusted based on the difference between the cabin heating demand and the temperature sensor T2; the greater the difference, the greater the power. The warm air fan speed is linked to the cabin heating air volume demand.

[0094] Step S6: Determine whether the power battery SOC is ≥ 20%. If so, execute steps S61-S62 and the process ends; otherwise, execute steps S63-S64 and the process ends;

[0095] Step S61: The fuel cell system is not running; the display screen prompts that the power is insufficient, please switch to hybrid mode as soon as possible or find a charging station for charging; the heater fan speed is related to the cabin heating air volume demand;

[0096] Step S62: The vehicle power battery completes the vehicle energy supply, driving the vehicle drive motor to respond to the vehicle driving demand;

[0097] Step S63: The display screen prompts that the battery is insufficient. Please switch to hybrid mode as soon as possible or find a charging station for charging;

[0098] Step S64: The vehicle's power battery completes basic energy supply for the vehicle, and the vehicle's drive motor operates at limited power, retaining only basic driving functions.

[0099] Second, hybrid mode, such as Figure 6 As shown, Figure 4 Process B in .

[0100] Step S1: Determine whether the temperature T3 of the power battery is ≤15°C. If not, execute process C (steps S1-S4), otherwise execute process D (steps S5-S18). Figure 7 As shown, process D is as Figure 8 As shown;

[0101] Step S1: The vehicle is not in a low-temperature environment and executes the normal-temperature operation strategy;

[0102] Step S2: The vehicle's power battery responds quickly, synchronously completes vehicle energy supply, and drives the vehicle's drive motor to meet driving needs;

[0103] Step 3: Fully close the low-temperature bypass valve ③ and fully open the low-temperature bypass valve ①②. The low-temperature cooling water pump and the low-temperature cooling fan dynamically adjust their power based on the temperature sensor T3. The higher the T3 value, the higher the speed of the low-temperature cooling water pump and the low-temperature cooling fan.

[0104] Step 4: Determine whether the power battery SOC is ≥ 60%. If so, execute step S41; otherwise, execute steps S42-S46.

[0105] Step S41: Determine whether the average power consumption of the vehicle is ≥15KW. If so, execute steps S411-S415; otherwise, execute steps S516-S517.

[0106] Step S411: The vehicle consumes a large amount of power, and the fuel cell is started to supply the power demand of the vehicle;

[0107] Step S412: The fuel cell system is running, and the electric heater is shut down. The fuel cell system is running, and the output power is adjusted based on the power battery capacity and the average power consumption of the entire vehicle, supplying energy to the entire vehicle while charging the power battery.

[0108] Step S413: The cooling bypass valve port ① is fully opened. As the temperature sensor T1 increases, the opening of port ③ is gradually increased, and the opening of port ② is decreased. The high-temperature cooling water pump and the high-temperature cooling fan dynamically adjust their power based on the temperature sensor T1. The higher the T1 value, the higher the speed of the high-temperature cooling water pump and the high-temperature cooling fan.

[0109] Step S414: Determine whether the power battery SOC is ≥ 85%. If so, proceed to step S415; otherwise, proceed to step S411.

[0110] Step S415: The fuel cell system is shut down, the vehicle power battery completes the vehicle energy supply, drives the vehicle drive motor to run, and the process ends;

[0111] Step S416: The current vehicle power demand value is relatively low, and the vehicle power battery is used to complete the vehicle energy supply;

[0112] Step S417: The fuel cell system is not running, the corresponding electric heater is shut down; the high-temperature cooling water pump is shut down; the high-temperature radiator is shut down, and the process ends;

[0113] Step S42: If the SOC of the vehicle's power battery is insufficient, the fuel cell is started to charge the power battery and supply the power demand of the vehicle;

[0114] Step S43: The fuel cell system is running and the electric heater is shut down. The fuel cell system is running and the output power is adjusted based on the power battery capacity and the average power consumption of the entire vehicle, supplying energy to the entire vehicle while charging the power battery.

[0115] Step S44: Fully open port 1 of the cooling bypass valve. As the temperature sensor T1 increases, gradually increase the opening of port 3 and decrease the opening of port 2. The high-temperature cooling water pump and high-temperature cooling fan dynamically adjust their power based on the temperature sensor T1. The higher the T1 value, the higher the speed of the high-temperature cooling water pump and high-temperature cooling fan.

[0116] Step S45: Determine whether the power battery SOC is ≥85%, if so, proceed to step S46, otherwise proceed to step S42;

[0117] Step S46: The fuel cell system is shut down, the vehicle power battery completes the vehicle energy supply, drives the vehicle drive motor to run, and the process ends;

[0118] Step S5: The vehicle is in a low-temperature environment and executes a low-temperature operation strategy;

[0119] Step S6: The vehicle's power battery responds quickly, synchronously completes vehicle energy supply, and drives the vehicle's drive motor to meet driving needs;

[0120] Step S7: The low-temperature bypass valve ③ is fully closed, and the low-temperature bypass valve ①② is fully opened; the low-temperature cooling fan is stopped; the low-temperature cooling water pump dynamically adjusts its power based on the temperature sensor T3; the higher the T3 value, the greater the low-temperature cooling water pump power;

[0121] Step S8: If there is no cabin heating demand, skip this step; if there is a cabin heating demand, execute the following: fully open the heater bypass valve ports ① and ③; fully close the heater bypass valve port ②; operate the heater; operate the heater water pump; and operate the heater fan; the operating power of the heater and heater water pump is dynamically adjusted based on the difference between the cabin heating demand and the temperature sensor T2; the greater the difference, the greater the power;

[0122] Step S9: The fuel cell system is started, and the electric heater operates at peak power. The cooling bypass valve ports ① and ② are fully open, and port ③ is fully closed. The high-temperature cooling water pump dynamically adjusts its power based on the temperature sensor T1. The higher the T1 value, the greater the power of the high-temperature cooling water pump.

[0123] Step S10: Determine whether the temperature T1 of the fuel cell is ≥ 60°C. If so, proceed to step S11; otherwise, proceed to step S6.

[0124] Step S11: The fuel cell system operates to supply power to the vehicle, and adjusts the output power based on the power battery capacity and the average power consumption of the vehicle, thereby supplying energy to the vehicle while charging the power battery.

[0125] Step S12: Target temperature T1 is 60°C ≤ T1 < 75°C. Initially, ports ① and ② of the cooling bypass valve are fully open. The high-temperature cooling water pump's operating power and the cooling bypass valve are dynamically adjusted based on the reading of temperature sensor T1. When T1 ≥ 70°C, the diversion through port ③ of the cooling bypass valve gradually increases, and the proportion of diversion through port ③ increases. When the diversion through port ③ exceeds 90%, the high-temperature cooling fan starts running and the power is dynamically adjusted. Otherwise, the diversion through port ③ is adjusted until temperature equilibrium is achieved.

[0126] Step S13: The fuel cell system operates to provide heat to the vehicle. If there is no cabin heating demand, skip this step. If there is a cabin heating demand, execute the following: the heater is turned off; the heater fan speed is linked to the cabin heating air volume demand, and the heater bypass valve is initially in the state of fully open ports ① and ②, and fully closed port ③; the heater water pump operating power and the heater bypass valve are dynamically adjusted based on the difference between the cabin heating demand and the temperature sensor T2. The greater the difference, the greater the water pump power and the greater the diversion ratio of the heater bypass valve port ②, up to 100%; otherwise, the reverse is true until temperature equilibrium is achieved.

[0127] Step S14: The fuel cell system operates, supplying heat to the vehicle's drive motor and power battery pack thermal management layer. Initially, port 2 of the low-temperature bypass valve is fully closed, and ports 1 and 3 are fully open. The low-temperature cooling water pump dynamically adjusts its power based on temperature sensor T3. If T3 is less than 30°C, the lower the value, the greater the low-temperature cooling water pump power and the greater the diversion percentage of port 3 of the low-temperature bypass valve, up to 100%.

[0128] Step S15: Determine whether the temperature T1 of the fuel cell is less than 30°C. If so, execute step S13; otherwise, execute step S16.

[0129] Step S16: The low-temperature cooling water pump dynamically adjusts its power based on the temperature sensor T3. If 30°C < T3 < 45°C, the higher T3 is, the lower the low-temperature cooling water pump power is (minimum 30% power), and the higher the diversion ratio of the low-temperature bypass valve ② is (maximum 100%).

[0130] Step S17: If T3 ≥ 45°C, the battery pack thermal management layer and the drive motor do not use fuel-electric heat supply, low-temperature bypass valve port 3 is fully closed, and low-temperature bypass valve ports 1 and 2 are fully opened; the low-temperature cooling water pump and low-temperature cooling fan dynamically adjust their power based on temperature sensor T3; the higher the T3 value, the greater the low-temperature cooling water pump power;

[0131] Step S18: The target value of the temperature sensor T3 is: 30°C < T3 < 45°C, and the process ends.

[0132] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0133] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0134] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An energy management method, characterized in that: The following steps are involved: Get the current temperature of the power battery when the fuel cell vehicle starts hybrid mode; If the current temperature of the power battery is less than or equal to a preset temperature of the power battery, starting the fuel cell of the fuel cell vehicle and obtaining the current temperature of the fuel cell when the fuel cell vehicle is operating in a hybrid mode; When the current temperature of the fuel cell is greater than a preset temperature of the fuel cell, the heat generated by the fuel cell is used to heat the power battery and / or the cabin of the fuel cell vehicle.

2. The energy management method according to claim 1, characterized in that: The method of heating the power battery and / or the cabin of the fuel cell vehicle by utilizing the heat generated by the fuel cell includes: A first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, and / or a second heat exchange circuit between the first thermal management circuit and the third thermal management circuit is conducted, wherein the first thermal management circuit is used for thermal management of the fuel cell, the second thermal management circuit is used for thermal management of the cabin, and the third thermal management circuit is used for thermal management of the power battery.

3. The energy management method according to claim 2, characterized in that: If the current temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell, the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit and the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit are disconnected.

4. The energy management method according to claim 2, characterized in that: After utilizing the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, the method further includes: If the current temperature of the fuel cell is greater than the first target temperature of the fuel cell, the fourth thermal management loop is turned on until the current temperature of the fuel cell is within the first target temperature range, and then the fourth thermal management loop is turned off, wherein the fourth thermal management loop is used for thermal management of the fuel cell, the first target temperature range is a range consisting of the preset temperature of the fuel cell and the second target temperature of the fuel cell, the first target temperature of the fuel cell is greater than the preset temperature of the fuel cell, and the first target temperature of the fuel cell is less than the second target temperature of the fuel cell, A first three-way valve is provided between the first thermal management circuit and the fourth thermal management circuit, and the fourth thermal management circuit is opened, comprising: determining a flow split ratio of the fourth thermal management loop according to a current temperature of the fuel cell; The opening of at least one port in the first three-way valve is adjusted according to the diversion ratio, and the cooling fan of the fourth thermal management loop is started when the diversion ratio is greater than a preset ratio.

5. The energy management method according to claim 2, characterized in that: A second three-way valve is provided between the second thermal management circuit and the first heat exchange circuit, and a third three-way valve is provided between the third thermal management circuit and the first heat exchange circuit; After utilizing the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle, the method further includes: performing thermal management on the second thermal management circuit according to the current cabin temperature and the corresponding second target temperature range, and adjusting the opening of at least one port of the second three-way valve; The third thermal management circuit is thermally managed according to the current temperature of the power battery and the corresponding third target temperature range, and the opening of at least one port of the third three-way valve is adjusted.

6. The energy management method according to claim 1, characterized in that: After obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: If the current temperature of the power battery is greater than a preset temperature of the power battery, obtaining at least one of the average power consumption of the entire vehicle, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell; Energy management is performed on the fuel cell vehicle based on at least one of the average power consumption of the entire vehicle, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell.

7. The energy management method according to claim 6, characterized in that: The energy management of the fuel cell vehicle based on at least one of the average power consumption of the entire vehicle, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell includes: If the current SOC is greater than or equal to a first preset SOC, and the average power consumption of the entire vehicle is less than or equal to a preset power consumption, then using the power battery to provide energy for the entire vehicle; If the current SOC is greater than or equal to the first preset SOC and the average power consumption of the entire vehicle is greater than the preset power consumption, or if the current SOC is less than the first preset SOC, the fuel cell is used to provide energy for the entire vehicle and charge the power battery, and the fuel cell is thermally managed based on the current temperature of the fuel cell until the current SOC is greater than or equal to a second preset SOC, wherein the second preset SOC is greater than the first preset SOC.

8. The energy management method according to claim 1, characterized in that: Before obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, it also includes: detecting an operating mode of a fuel cell vehicle, wherein the operating mode includes a hybrid mode and a pure electric mode; If the operating mode is the hybrid mode, obtaining a current temperature of a power battery of the fuel cell vehicle in the hybrid mode; If the operating mode is the pure electric mode, at least one of the current SOC of the power battery, the current temperature of the power battery, and the cabin heating requirement is obtained, and energy management of the fuel cell vehicle is performed based on at least one of the current SOC of the power battery, the current temperature of the power battery, and the cabin heating requirement.

9. The energy management method according to claim 8, characterized in that: The performing energy management on the fuel cell vehicle according to at least one of a current SOC of the power battery, a current temperature of the power battery, and a cabin heating requirement includes: If the current SOC is greater than or equal to a third preset SOC, thermally managing the power battery according to the current temperature of the power battery and thermally managing the cabin based on the cabin heating demand; If the current SOC is less than the third preset SOC, a charging prompt for the power battery is generated.

10. A thermal management system, characterized in that: The energy management method according to any one of claims 1 to 9 utilizes a thermal management system to perform energy management, the system comprising: First to third thermal management loops, wherein the first thermal management loop is used for thermal management of the fuel cell, the second thermal management loop is used for thermal management of the cabin, and the third thermal management loop is used for thermal management of the power battery; A heat exchanger is provided on the first thermal management circuit, wherein the first to third layers of heat exchange pipelines are provided in the heat exchanger, the first layer of heat exchange pipeline is located between the second layer of heat exchange pipeline and the third layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the second layer of heat exchange pipeline, a heat exchange layer is provided between the first layer of heat exchange pipeline and the third layer of heat exchange pipeline, the first layer of heat exchange pipeline is connected to the first thermal management circuit, the second layer of heat exchange pipeline is connected to the second thermal management circuit through the first heat exchange circuit, and the third layer of heat exchange pipeline is connected to the third thermal management circuit through the second heat exchange circuit.

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