Energy management method and thermal management system

Abstract

The application provides an energy management method and a thermal management system. The method is applied to a vehicle and comprises 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 a fuel cell of the fuel cell vehicle, and obtaining a current temperature of the fuel cell during operation of the fuel cell vehicle in the hybrid mode; and when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, heating the power battery and / or a cabin of the fuel cell vehicle by using heat generated by the fuel cell. The method can start the fuel cell when the fuel cell vehicle is in the hybrid mode and in a low-temperature environment, and heat the power battery and the cabin by using heat generated by the fuel cell when the temperature of the fuel cell is high, so that the heat generated by the fuel cell is fully utilized, the endurance mileage of the power battery in a low-temperature environment is improved, and energy consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to an energy management method and thermal management system in the field of fuel cell vehicles. Background Technology

[0002] Fuel cell vehicles are powered by electricity generated through an electrochemical reaction in a fuel cell. Due to their high efficiency, zero emissions, smooth operation, and noiselessness, they are known as "truly environmentally friendly vehicles" and represent the future trend of the automotive industry.

[0003] The core component of a fuel cell vehicle is the fuel cell stack. A fuel cell is a highly efficient, clean, and sustainable power generation device. Fuel cells use electrochemical reactions to convert chemical energy into electrical energy, are not limited by the Carnot cycle, and achieve a direct power generation efficiency of up to 45%. However, the thermal management methods for fuel cell vehicles in related technologies are relatively simple, resulting in the inefficient utilization of the energy in these vehicles. Summary of the Invention

[0004] This application provides an energy management method and a thermal management system. The method can start the fuel cell of the fuel cell vehicle when the fuel cell vehicle is in hybrid mode and in a low temperature environment. When the current temperature of the fuel cell is higher 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 improve the driving range of the power battery in a low temperature environment. Furthermore, the use of 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 the current temperature of the power battery when the fuel cell vehicle starts in hybrid mode; if the current temperature of the power battery is less than or equal to a preset temperature of the power battery, then starting the fuel cell of the fuel cell vehicle, and obtaining the current temperature of the fuel cell during the operation of the fuel cell vehicle in hybrid mode; when the current temperature of the fuel cell is greater than the preset temperature of the fuel cell, using the heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle.

[0006] Through the above technical solution, the embodiments of this 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 in a low-temperature condition. If the fuel cell vehicle is operating in a low-temperature condition, the fuel cell of the fuel cell vehicle is started. 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. This can make full use of the heat generated by the fuel cell without the need to use additional electrical energy to heat the power battery and the cabin, thereby achieving the goal of saving energy and increasing the driving range. At the same time, since the power battery is heated, the impact of low temperature on the power battery can be reduced when switching to the power battery in the future, thereby improving the driving range of the power battery.

[0007] In conjunction with the first aspect, in some 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 a first heat exchange circuit between a first thermal management circuit and a second thermal management circuit, and / or a second heat exchange circuit between the first thermal management circuit and a 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 solutions, the embodiments of this application can realize the thermal management of fuel cells, cabin, and power batteries by controlling the heat exchange circuits between thermal management circuits.

[0009] In combination with the first aspect and the above implementation, in some possible implementations, 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, as well as 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 embodiments of this 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 conjunction with the first aspect and the above 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, the method further includes: if the current temperature of the fuel cell is greater than the first target temperature of the fuel cell, then the fourth thermal management circuit is activated until the current temperature of the fuel cell is within the first target temperature range, then the fourth thermal management circuit is deactivated. The fourth thermal management circuit is used for the thermal management of the fuel cell, and the first target temperature range is the range formed by 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, this application can activate the fourth thermal management circuit when the temperature of the fuel cell is greater than the first target temperature of the fuel cell, and deactivate the fourth thermal management circuit when the current temperature of the fuel cell is within the first target temperature range.

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

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

[0015] In conjunction with the first aspect and the above-described implementations, in some possible implementations, 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, the method further includes: performing thermal management on the second thermal management circuit according to the current temperature of the cabin and the corresponding second target temperature range, and adjusting the opening degree of at least one port of the second three-way valve; performing 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 adjusting the opening degree of at least one port of the third three-way valve.

[0016] According to the above technical solution, the embodiments of this 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 degree 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 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, the method further includes: if the current temperature of the power battery is greater than the preset temperature of the power battery, then obtaining at least one of the vehicle average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell; and performing energy management on the fuel cell vehicle based on at least one of the vehicle average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell.

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

[0019] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, energy management of fuel cell vehicles is performed based on at least one of the vehicle's average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell. This includes: if the current SOC is greater than or equal to a first preset SOC and the vehicle's average power consumption is less than or equal to a preset power consumption, then the power battery is used to provide energy to the vehicle; if the current SOC is greater than or equal to the first preset SOC and the vehicle's average power consumption is greater than the preset power consumption, or if the current SOC is less than the first preset SOC, then the fuel cell is used to provide energy to the vehicle and to charge the power battery, and thermal management of the fuel cell is performed 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 embodiments of this application can determine how to perform thermal management based on the SOC of the power battery and the average power consumption of the vehicle.

[0021] In conjunction with the first aspect and the above 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, the method further includes: detecting the operating mode of the fuel cell vehicle, the operating mode including hybrid mode and pure electric mode; if the operating mode is hybrid mode, obtaining the current temperature of the power battery of the fuel cell vehicle in hybrid mode; if the operating mode is pure electric mode, obtaining at least one of the current SOC of the power battery, the current temperature of the power battery and the cabin heating requirement, and performing energy management on the 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 requirement.

[0022] According to the above technical solution, the embodiments of this application can determine how to manage energy based on the operating mode of the fuel cell vehicle.

[0023] In combination with the first aspect and the above implementation methods, in some possible implementation methods, energy management of fuel cell vehicles 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, including: if the current SOC is greater than or equal to a third preset SOC, then 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 requirement; if the current SOC is less than the third preset SOC, then a charging reminder for the power battery is generated.

[0024] According to the above technical solution, the embodiments of this application can determine how to perform thermal management based on 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 utilizes the thermal management system for energy pipeline, the system comprising: a first to a third thermal management loop, 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 a first to a third layer of heat exchange pipelines, the first layer of heat exchange pipelines is located between the second layer of heat exchange pipelines and the third layer of heat exchange pipelines, a heat exchange layer is provided between the first layer of heat exchange pipelines and the second layer of heat exchange pipelines, a heat exchange layer is provided between the first layer of heat exchange pipelines and the third layer of heat exchange pipelines, the first layer of heat exchange pipelines is connected to the first thermal management loop, the second layer of heat exchange pipelines is connected to the second thermal management loop through the first heat exchange loop, and the third layer of heat exchange pipelines is connected to the third thermal management loop through the second heat exchange loop.

[0026] Through the above technical solution, the embodiments of this application manage the heat exchange pipeline in the heat exchanger by setting a heat exchanger on the first thermal management circuit, thereby realizing the overall thermal management of the fuel cell. This allows for full utilization of the heat generated by the operation of the fuel cell, increasing the driving range, reducing the energy loss of the whole vehicle, improving energy utilization, and saving energy. Attached Figure Description

[0027] Figure 1 This is a flowchart of the energy management method provided in the embodiments of this application;

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

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

[0030] Figure 4 This is a flowchart of an energy management method provided in one embodiment of this application;

[0031] Figure 5 This is a flowchart of the energy management method in pure electric mode provided in the embodiments of this application;

[0032] Figure 6 This is a flowchart of the energy management method in hybrid mode provided in the embodiments of this application;

[0033] Figure 7 This is a flowchart of an energy management method for a power battery not in a low-temperature state in hybrid mode, provided in an embodiment of this application.

[0034] Figure 8 This is a flowchart of an energy management method for a power battery in a low-temperature state under hybrid mode, provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] Figure 1 This is a flowchart of an energy management method provided in an embodiment of this application.

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

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

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

[0041] In this embodiment of the application, before obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, the method further includes: detecting the operating mode of the fuel cell vehicle, the operating mode including hybrid mode and pure electric mode; if the operating mode is hybrid mode, obtaining the current temperature of the power battery of the fuel cell vehicle in hybrid mode; if the operating mode is pure electric mode, obtaining at least one of the current SOC of the power battery, the current temperature of the power battery and the cabin heating requirement, and performing energy management on the 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 requirement.

[0042] It is understood that the embodiments of this application can determine how to manage the energy of the fuel cell vehicle based on the two operating modes of the fuel cell vehicle, and select an appropriate energy management method based on the different modes. Specifically, if the operating mode is hybrid mode, the current temperature of the power battery of the fuel cell vehicle in hybrid mode is obtained. If the operating mode is 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. The fuel cell vehicle is then managed 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.

[0043] In this embodiment of the application, 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, including: if the current SOC is greater than or equal to a third preset SOC, then 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 requirement; if the current SOC is less than the third preset SOC, then a charging reminder for the power battery is generated.

[0044] The third preset SOC can be set according to specific circumstances, such as 40%.

[0045] It is understood that the embodiments of this 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 has sufficient power at this time, and thermal management of the power battery can be performed based on the current temperature of the power battery. Thermal management of the cabin can also be performed based on the cabin heating requirements. Otherwise, it indicates that the power battery has insufficient power at this time, and a charging prompt for the power battery is generated to prompt the user to find a charging station as soon as possible.

[0046] In addition, when the current SOC is less than the third preset SOC, the system can prompt the user to find a charging station as soon as possible, or prompt the user 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 is obtained during the operation of the fuel cell vehicle in hybrid mode.

[0048] The preset temperature of the power battery can be set according to specific circumstances, and there is no limitation on it. For example, it can be set to 15℃.

[0049] It is understood that in this embodiment of the 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 is obtained during the operation of the fuel cell vehicle in hybrid mode, so as to perform energy management of the fuel cell vehicle based on the current temperature of the fuel cell.

[0050] In this embodiment of the application, after obtaining the current temperature of the power battery when the fuel cell vehicle starts the hybrid mode, the method further includes: if the current temperature of the power battery is greater than the preset temperature of the power battery, the method further includes: obtaining at least one of the vehicle average power consumption, the current state of charge (SOC) of the power battery and the current temperature of the fuel cell; and performing energy management on the fuel cell vehicle based on at least one of the vehicle average power consumption, the current SOC of the power battery and the current temperature of the fuel cell.

[0051] It is understood that in the embodiments of this 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. Energy management of the fuel cell vehicle can be performed based on at least one of the average consumption of the whole 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 this embodiment of the application, energy management of a fuel cell vehicle is performed based on at least one of the vehicle's average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell. This includes: if the current SOC is greater than or equal to a first preset SOC and the vehicle's average power consumption is less than or equal to a preset power consumption, then the power battery is used to provide energy to the vehicle; if the current SOC is greater than or equal to the first preset SOC and the vehicle's average power consumption is greater than the preset power consumption, or if the current SOC is less than the first preset SOC, then the fuel cell is used to provide energy to the vehicle and to charge the power battery, and thermal management of the fuel cell is performed 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] The first preset SOC, the second preset SOC, and the preset power consumption can be set according to specific circumstances. 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 fuel cell vehicles in this application embodiment mainly includes:

[0055] It is understood that in the embodiments of this application, when the current SOC is greater than or equal to the first preset SOC and the average power consumption of the vehicle is less than or equal to the preset power consumption, it indicates that the power demand of the vehicle is relatively small, and the power battery is used to provide energy for the vehicle. When the current power SOC is greater than or equal to the first preset SOC and the average power consumption of the vehicle is greater than the preset power consumption, or when the current SOC is less than the first preset SOC, it indicates that the power consumption of the vehicle is relatively large. In this case, the fuel cell is started to provide energy for the vehicle and charge the power battery, and thermal management of the fuel cell is performed 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 fully charged, the fuel cell stops providing energy for the vehicle.

[0056] In step S103, 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 / or the cabin of the fuel cell vehicle.

[0057] The temperature of the fuel cell can be obtained through a temperature sensor, and the preset temperature of the fuel cell can be set according to specific circumstances, such as 60°C.

[0058] It is understood that, in the embodiments of this application, when the temperature of the fuel cell is higher than the preset temperature of the fuel cell, the heat generated by the fuel cell can be used to heat the power battery and the cabin of the fuel cell vehicle, so as to utilize the waste heat generated during the operation of the fuel cell, make full use of the heat of the fuel cell, reduce energy consumption and travel costs, and heating the power battery in a low-temperature environment can avoid the reduction in range and life of the power battery in a low-temperature environment, increase the driving range, and extend the battery life.

[0059] In this embodiment of the application, the use of heat generated by the fuel cell to heat the power battery and / or the cabin of the fuel cell vehicle includes: connecting a first heat exchange circuit between a first thermal management circuit and a second thermal management circuit, and / or a second heat exchange circuit between the first thermal management circuit and a 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 the heat generated by the fuel cell in this application embodiment is as follows: the first thermal management loop is used for the thermal management of the fuel cell, the third thermal management loop is used for the thermal management of the cabin, and the third thermal management loop is used for the thermal management of the power battery.

[0061] 1. If there is a simultaneous need for heating the power battery and heating the cabin of the fuel cell vehicle, 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 for heating the power battery but not for heating the cabin of the fuel cell vehicle, connect the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit.

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

[0064] In this embodiment of the 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, as well as the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, are disconnected.

[0065] It is understood that, in the embodiments of this 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, as well as the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, are disconnected.

[0066] In this embodiment of the application, after heating the power battery and / or the cabin of the fuel cell vehicle with the heat generated by the fuel cell, the method further includes: if the current temperature of the fuel cell is greater than the first target temperature of the fuel cell, then the fourth thermal management circuit is turned on until the current temperature of the fuel cell is within the first target temperature range, then the fourth thermal management circuit is turned off. The fourth thermal management circuit is used for the thermal management of the fuel cell. The first target temperature range is the range formed by 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 less than the second target temperature of the fuel cell.

[0067] The first target temperature of the fuel cell can be set according to specific circumstances, such as 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 formed by the preset temperature of the fuel cell and the second target temperature of the fuel cell, such as 60°C to 75°C.

[0068] It is understood that, in the embodiments of this application, the fourth thermal management circuit can be turned on when the temperature of the fuel cell is greater than the first target temperature of the fuel cell, and then turned off when the temperature of the fuel cell is brought to the first target temperature range.

[0069] In this embodiment of the 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 shunt ratio of the fourth thermal management circuit according to the current temperature of the fuel cell; adjusting the opening degree of at least one port of the first three-way valve according to the shunt ratio; and starting the cooling fan of the fourth thermal management circuit when the shunt ratio is greater than a preset ratio.

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

[0071] It is understood that the embodiments of this application can determine the shunting ratio of the fourth thermal management circuit based on the current temperature of the fuel cell, that is, dynamically adjust it based on the temperature of the fuel cell, and adjust the opening of at least one port of the first three-way valve according to the shunting ratio. When the shunting ratio is greater than the preset ratio, the cooling fan of the fourth thermal management circuit is started to cool down in order to prevent the influence of high temperature.

[0072] In this embodiment, 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 heating the power battery and / or the cabin of the fuel cell vehicle using the heat generated by the fuel cell, the method further includes: performing thermal management on the second thermal management circuit according to the current temperature of the cabin and the corresponding second target temperature range, and adjusting the opening degree of at least one port of the second three-way valve; performing 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 adjusting the opening degree of at least one port of the third three-way valve.

[0073] The second target temperature range can be set to 30℃~45℃, and the third target temperature range can be set to 30℃~45℃.

[0074] It is understood that, according to the embodiments of this application, the second thermal management circuit can be thermally managed according to the current temperature of the cabin and the corresponding second target temperature range, and the opening of at least one port of the second three-way valve can be adjusted. Similarly, the third thermal management circuit can be 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 can be adjusted. This ensures that the temperature of the cabin and the power battery are within a suitable range. Maintaining the cabin in a suitable temperature range is beneficial to driving comfort, and maintaining the power battery in a suitable temperature range is beneficial to keeping the power battery in a more favorable state, avoiding the effects of excessively high or low temperatures.

[0075] In summary, the embodiments of this application can fully utilize the heat of the fuel cell through energy management methods in pure electric mode and hybrid mode under different temperature conditions. This can maintain the healthy state of the energy storage battery in low-temperature environments and avoid the adverse effects of low temperatures on the lifespan of the power battery. In addition, the embodiments of this 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 is significantly optimized at low temperatures, the problem of slowed response of the vehicle's electronic control and limited power of the drive motor can be reduced, thereby enhancing the vehicle's ability to get out of trouble and further improving the vehicle's range.

[0076] According to the energy management method proposed in this 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 in a low-temperature condition. If the fuel cell vehicle is operating in a low-temperature condition, the fuel cell of the fuel cell vehicle is started. When the current temperature of the fuel cell is higher 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. This allows full utilization of the heat generated by the fuel cell, eliminating the need for additional electrical energy to heat the power battery and the cabin, thus achieving the goal of saving energy and increasing driving range. At the same time, since the power battery is heated, the impact of low temperature on the power battery can be reduced when switching to the power battery in the future, thereby improving the driving range of the power battery.

[0077] Figure 2 This is a schematic diagram of a thermal management system provided in an embodiment of this application.

[0078] The above-described energy piping method utilizes the thermal management system 10 for 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] The first thermal management circuit 11 is used for the thermal management of the fuel cell, the second thermal management circuit 12 is used for the thermal management of the cabin, and the third thermal management circuit 13 is used for the thermal management of the power battery. The first thermal management circuit 11 is equipped with a heat exchanger, in which the heat exchanger is equipped with a first to a third layer of heat exchange pipes. The first layer of heat exchange pipes is located between the second layer of heat exchange pipes and the third layer of heat exchange pipes. A heat exchange layer is provided between the first layer of heat exchange pipes and the second layer of heat exchange pipes, and a heat exchange layer is provided between the first layer of heat exchange pipes and the third layer of heat exchange pipes. The first layer of heat exchange pipes is connected to the first thermal management circuit 11, the second layer of heat exchange pipes is connected to the second thermal management circuit through the first heat exchange circuit, and the third layer of heat exchange pipes is connected to the third thermal management circuit through the second heat exchange circuit.

[0080] It is understood that the thermal management system 10 of this application embodiment 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 the heat exchanger contains first to third layers of heat exchange pipes. 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, thereby achieving overall thermal management of the fuel cell.

[0081] Specifically, the thermal management system of this application embodiment is as follows: Figure 3 As shown, the system includes: a power battery thermal management layer, a drive motor, a plate heat exchanger, and a low-temperature bypass valve. This embodiment constructs a thermal management loop for the power battery and drive motor. The heat exchanger enables the thermal management interaction between the fuel cell and the vehicle. By adjusting the opening of three valves—the cooling bypass valve, the low-temperature bypass valve, and the heating bypass valve—the system achieves independent operation and coordinated interaction between the first thermal management loop (fuel cell thermal management loop), the second thermal management loop, and the third thermal management loop (power battery loop). This fully utilizes the heat energy generated by the fuel cell operation to heat the power battery and drive motor, preventing reduced range and lifespan of the power battery in low-temperature environments, increasing driving range, and extending battery life. Simultaneously, the generated heat energy can also be used to heat the cabin, reducing energy consumption and travel costs.

[0082] According to the thermal management system proposed in this application, by setting a heat exchanger in the first thermal management loop, the heat exchange pipeline in the heat exchanger is managed to realize the overall thermal management of the fuel cell. This allows for full utilization of the heat generated by the operation of the fuel cell, thereby increasing the driving range, reducing the energy loss of the whole vehicle, improving energy utilization, and saving energy.

[0083] Based on the above energy management methods, combined with the above... Figure 3 The thermal management system can also be understood as follows: by utilizing the thermal management system of the above embodiments, 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 self-heating conditions, the power battery, drive motor, and fuel cell system can operate independently without affecting each other;

[0085] 2. In passive heating mode, 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 favorable state of 40%-60% SOC and temperature-friendly state, avoiding the impact of low temperature on the healthy life of the power battery.

[0086] The following will combine Figure 3 The thermal management system describes the specific process of the energy management method in the embodiments of this application, such as... Figure 4 As shown, when the vehicle starts, the vehicle's VCU (Vehicle Controller Unit) performs a self-check to confirm the ambient temperature. This can be further divided into energy management methods for the vehicle under two operating modes.

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

[0088] Step S1: Determine if the SOC of the power battery is ≥40%. If yes, 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 valves ① and ② are fully open; 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 higher the speed of the low-temperature cooling water pump and low-temperature cooling fan.

[0090] Step S3: The vehicle's power battery supplies energy to the vehicle and drives the vehicle's drive motor.

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

[0092] Step S5: Determine if there is a need for cockpit heating. If yes, proceed to step S51; otherwise, the process ends.

[0093] Step S51: Fully open ports ① and ③ of the warm air bypass valve; fully close port ② of the warm air bypass valve; start the warm air heater; start the warm air water pump; start the warm air fan; wherein, the operating power of the warm air heater and the warm air water pump is dynamically adjusted based on the difference between the cabin heating demand and the temperature sensor T2, the larger the difference, the greater the power; the speed of the warm air fan is related to the cabin heating air volume demand;

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

[0095] Step S61: The fuel cell system is not running; the display shows that the power is low. Please switch to hybrid mode as soon as possible or find a charging station to charge; the speed of the heater fan is related to the cabin heating air volume requirement.

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

[0097] Step S63: The display shows that the power is low. Please switch to hybrid mode or find a charging station to charge as soon as possible.

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

[0099] II. Hybrid mode, such as Figure 6 As shown, Figure 4 Process B in the process.

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

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

[0102] Step S2: The vehicle's power battery responds quickly, synchronously supplying power to the vehicle and driving the vehicle's drive motor to respond to driving needs;

[0103] Step 3: Close all ports of the low-temperature bypass valve ③ and open all ports of the low-temperature bypass valves ① and ②. The low-temperature cooling water pump and the low-temperature heat dissipation fan dynamically adjust their power based on the temperature sensor T3. The higher the value of T3, the higher the speed of the low-temperature cooling water pump and the low-temperature heat dissipation fan.

[0104] Step 4: Determine if the SOC of the power battery is ≥60%. If yes, proceed to step S41; otherwise, proceed to steps S42-S46.

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

[0106] Step S411: The vehicle consumes a large amount of power, so 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 adjusts the output power based on the power battery capacity and the average power consumption of the vehicle, supplying energy to the vehicle while charging the power battery.

[0108] Step S413: The cooling bypass valve ① is fully open. 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 value of T1, the higher the speed of the high-temperature cooling water pump and the high-temperature cooling fan.

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

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

[0111] Step S416: The current power demand of the vehicle is relatively low, so the vehicle's power battery is used to power the vehicle.

[0112] Step S417: The fuel cell system is not running, and 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: When the SOC of the vehicle's power battery is insufficient, the fuel cell is started to charge the power battery while supplying 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 adjusts the output power based on the power battery capacity and the average power consumption of the vehicle, supplying energy to the vehicle while charging the power battery.

[0115] Step S44: The cooling bypass valve ① is fully open. 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 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 SOC of the power battery is ≥85%. If yes, proceed to step S46; otherwise, proceed to step S42.

[0117] Step S46: The fuel cell system shuts down, the vehicle's power battery completes the vehicle's power supply, and drives the vehicle's drive motor to run, ending the process;

[0118] Step S5: The vehicle is in a low-temperature environment, so the low-temperature operation strategy is executed;

[0119] Step S6: The vehicle's power battery responds quickly, synchronously supplying power to the vehicle and driving the vehicle's drive motor to respond to driving needs;

[0120] Step S7: Close all ports of the low-temperature bypass valve ③ and open all ports of the low-temperature bypass valves ① and ②; stop the low-temperature cooling fan; adjust the power of the low-temperature cooling water pump based on the temperature sensor T3. The higher the value of T3, the greater the power of the low-temperature cooling water pump.

[0121] Step S8: Skip this step if there is no need for cockpit heating; if there is a need for cockpit heating, perform the following: fully open ports ① and ③ of the heater bypass valve; fully close port ② of the heater bypass valve; start the heater; start the heater pump; start the heater fan; the operating power of the heater and heater pump is dynamically adjusted based on the difference between the cockpit heating demand and the temperature sensor T2. The larger the difference, the greater the power.

[0122] Step S9: The fuel cell system starts up, and the electric heater operates at peak power; the cooling bypass valve ① and ② are fully open, and the ③ port is fully closed; the high-temperature cooling water pump dynamically adjusts its power based on the temperature sensor T1. The higher the value of T1, 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℃. If yes, proceed to step S11; otherwise, proceed to step S6.

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

[0125] Step S12: When the target temperature T1 is 60℃≤T1<75℃, the cooling bypass valve is initially fully open at ports ① and ②. The operating power of the high-temperature cooling water pump and the cooling bypass valve are dynamically adjusted based on the reading of the temperature sensor T1. When T1≥70℃, the flow diversion at port ③ of the cooling bypass valve gradually increases, and the proportion of flow diversion at port ③ increases. When the flow diversion at port ③ exceeds 90%, the high-temperature cooling fan starts running, and its power is dynamically adjusted. Conversely, the flow diversion decreases until temperature equilibrium is reached.

[0126] Step S13: The fuel cell system operates, supplying heat to the entire vehicle. Skip this step if there is no need for cabin heating; if there is a need for cabin heating, perform the following: the heater is turned off; the heater fan speed is correlated with the cabin heating airflow demand; the heater bypass valve is initially set with ports ① and ② fully open and port ③ fully closed; the heater pump operating power and the heater bypass valve dynamically adjust the power based on the difference between the cabin heating demand and the temperature sensor T2. The larger the difference, the greater the pump power and the greater the diversion ratio of port ② of the heater bypass valve, up to a maximum of 100%; conversely, the opposite applies until temperature equilibrium is reached.

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

[0128] Step S15: Determine whether the temperature T1 of the fuel cell is <30℃. If yes, proceed to step S13; otherwise, proceed to step S16.

[0129] Step S16: The power of the low-temperature cooling water pump is dynamically adjusted based on the temperature sensor T3. If 30℃ < T3 < 45℃, the larger T3 is, the smaller the power of the low-temperature cooling water pump (minimum 30% power) and the greater the diversion ratio of the low-temperature bypass valve ② (maximum 100%).

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

[0131] Step S18: The target value of temperature sensor T3 is: 30℃ < T3 < 45℃, 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0133] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0134] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An energy management method, characterized by, Includes the following steps: Obtain 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 the preset temperature of the power battery, then the fuel cell of the fuel cell vehicle is started, and the current temperature of the fuel cell is obtained during the operation of the fuel cell vehicle in 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; the heating of the power battery and / or the cabin of the fuel cell vehicle using the heat generated by the fuel cell includes: connecting a first heat exchange circuit between a first thermal management circuit and a second thermal management circuit, and / or a second heat exchange circuit between the first thermal management circuit and a third thermal management circuit, 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; after heating the power battery and / or the cabin of the fuel cell vehicle using the heat generated by the fuel cell, the method further includes: if the current temperature of the fuel cell is greater than a first target temperature of the fuel cell, then... The fourth thermal management circuit is activated until the current temperature of the fuel cell is within the first target temperature range, at which point the fourth thermal management circuit is deactivated. The fourth thermal management circuit is used for the thermal management of the fuel cell. The first target temperature range is defined as the range between a preset temperature and a second target temperature of the fuel cell. The first target temperature of the fuel cell is greater than the preset temperature, and the first target temperature of the fuel cell is less than the second target temperature. A first three-way valve is provided between the first thermal management circuit and the fourth thermal management circuit. Activating the fourth thermal management circuit includes: determining the flow ratio of the fourth thermal management circuit based on the current temperature of the fuel cell; adjusting the opening of at least one port of the first three-way valve according to the flow ratio; and activating the cooling fan of the fourth thermal management circuit when the flow ratio is greater than the preset ratio.

2. The energy management method of claim 1, wherein, If the current temperature of the fuel cell is less than or equal to the preset temperature of the fuel cell, then the first heat exchange circuit between the first thermal management circuit and the second thermal management circuit, as well as the second heat exchange circuit between the first thermal management circuit and the third thermal management circuit, are disconnected.

3. The energy management method of claim 1, wherein, 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 heating the power battery and / or the cabin of the fuel cell vehicle using the heat generated by the fuel cell, the method further includes: The second thermal management circuit is thermally managed according to the current temperature of the cabin and the corresponding second target temperature range, and the opening degree of at least one port of the second three-way valve is adjusted. The third thermal management circuit is thermally managed based on the current temperature of the power battery and the corresponding third target temperature range, and the opening degree of at least one port of the third three-way valve is adjusted.

4. The energy management method of claim 1, wherein, After obtaining the current temperature of the power battery when the fuel cell vehicle starts in hybrid mode, the following is also included: If the current temperature of the power battery is greater than the preset temperature of the power battery, then obtain at least one of the vehicle average power consumption, 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 based on at least one of the vehicle's average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell.

5. The energy management method of claim 4, wherein, The energy management of the fuel cell vehicle based on at least one of the vehicle's average power consumption, the current state of charge (SOC) of the power battery, and the current temperature of the fuel cell includes: If the current state of charge (SOC) is greater than or equal to the first preset SOC, and the average power consumption of the vehicle is less than or equal to the preset power consumption, then the power battery is used to provide energy for the vehicle. If the current state of charge (SOC) is greater than or equal to the first preset SOC, and the average power consumption of the vehicle is greater than the preset power consumption, or if the current state of charge (SOC) is less than the first preset SOC, then the fuel cell is used to provide energy to the vehicle and charge the power battery, and thermal management of the fuel cell is performed based on the current temperature of the fuel cell, until the current state of charge (SOC) is greater than or equal to the second preset SOC, wherein the second preset SOC is greater than the first preset SOC.

6. The energy management method of claim 1, wherein, Before obtaining the current temperature of the power battery when the fuel cell vehicle starts in hybrid mode, the following is also included: The operating mode of the fuel cell vehicle is detected, including hybrid mode and pure electric mode; If the operating mode is the hybrid mode, then obtain the current temperature of the power battery of the fuel cell vehicle in the hybrid mode; If the operating mode is the pure electric mode, then at least one of the current state of charge (SOC) of the power battery, the current temperature of the power battery, and the cabin heating requirement is obtained, and energy management is performed on the 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 requirement.

7. The energy management method of claim 6, wherein, The energy management of the fuel cell vehicle based on at least one of the following: the current state of charge (SOC) of the power battery, the current temperature of the power battery, and the cabin heating requirement, includes: If the current state of charge (SOC) is greater than or equal to the third preset SOC, then thermal management is performed on the power battery based on the current temperature of the power battery, and thermal management is performed on the cabin based on the cabin heating requirements. If the current state of charge (SOC) is less than the third preset SOC, a charging prompt for the power battery is generated.

8. A thermal management system, characterized by, The system performs energy management using the energy management method as described in any one of claims 1-7, the system comprising: The first to third thermal management circuits are provided, wherein the first thermal management circuit is used for the thermal management of the fuel cell, the second thermal management circuit is used for the thermal management of the cabin, and the third thermal management circuit is used for the thermal management of the power battery. A heat exchanger is provided on the first thermal management loop, wherein the heat exchanger contains a first to a third layer of heat exchange pipes. The first layer of heat exchange pipes is located between the second and third layers of heat exchange pipes. A heat exchange layer is provided between the first and second layers of heat exchange pipes. A heat exchange layer is provided 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 through the first heat exchange loop. The third layer of heat exchange pipes is connected to the third thermal management loop through the second heat exchange loop.

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