Cold start method of vehicle, electronic device and vehicle
By obtaining the internal stack temperature of the fuel cell and selecting an appropriate cold start mode, the problem of misjudgment of the cold start mode of the fuel cell was solved, and the success of cold start and energy consumption optimization were achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-12-26
- Publication Date
- 2026-07-21
AI Technical Summary
When a vehicle is cold-started, the coolant temperature of the fuel cell cannot accurately represent the internal temperature of the fuel cell stack, making it impossible to accurately determine the cold-start mode, which can easily lead to cold-start failure or increased vehicle energy consumption.
By acquiring the internal stack temperature of the fuel cell, a normal temperature or low temperature cold start mode is selected based on the internal stack temperature, and the coolant is controlled to circulate inside the fuel cell to accurately determine the cold start mode.
Accurately determine the cold start mode that is compatible with the vehicle's current ambient temperature to avoid cold start failures and increased vehicle energy consumption.
Smart Images
Figure CN121492780B_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of vehicle control technology, and in particular to a cold start method for a vehicle, electronic equipment, and a vehicle. Background Technology
[0002] A vehicle's cold start refers to the process by which the driver triggers the start-up operation when the core components of the powertrain (fuel cell, engine, battery pack) have cooled below their optimal operating temperature range after the powertrain has shut down (typically significantly lower than the warm-up state and often close to or lower than ambient temperature). In cold start scenarios, especially for fuel cells, the optimal operating temperature is 60-85°C, and the reaction product is water. When the temperature of the fuel cell stack inside the fuel cell drops below 0°C, the reaction product becomes ice, which can block gas reaction channels and cause cold start failure. Therefore, in such cases, a low-temperature cold start mode needs to be selected to increase heat generation by heating the coolant or reducing the stack reaction efficiency, thus avoiding cold start failure.
[0003] In related technologies, the temperature of the coolant at the fuel cell outlet is typically used to characterize the internal temperature of the fuel cell stack, and the cold start mode is determined based on this outlet temperature. However, due to the uncertainty of the vehicle's parking environment, the coolant temperature during fuel cell startup cannot accurately represent the true internal temperature of the stack. Therefore, in such cases, especially when the coolant temperature is close to the boundary between the low-temperature and normal-temperature cold start modes, misjudgment can easily occur because the coolant temperature during fuel cell startup cannot accurately represent the true internal temperature of the stack. This can lead to an inaccurate determination of the appropriate cold start mode, resulting in increased vehicle energy consumption or cold start failure. Summary of the Invention
[0004] To address the aforementioned technical problems, this disclosure provides a cold start method for a vehicle, an electronic device, and a vehicle.
[0005] A first aspect of this disclosure provides a cold start method for a vehicle, the cold start method comprising: In response to the start command of the fuel cell, the first coolant temperature at the outlet of the fuel cell is obtained; When the first coolant temperature is within the preset coolant temperature range, the internal stack temperature of the fuel cell is obtained. The preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. Based on the internal stack temperature, the target cold start mode of the fuel cell is selected from either the ambient temperature cold start mode or the low temperature cold start mode. The fuel cell is started according to the target cold start mode.
[0006] In some embodiments of this disclosure, obtaining the internal stack temperature of the fuel cell when the first coolant temperature is within a preset coolant temperature range includes: When the first coolant temperature is within the preset coolant temperature range, the cooling water pump is controlled to run for a preset time period in order to control the coolant circulation in the channels inside the fuel cell for a preset time period. After controlling the coolant to circulate in the channel for a preset time period, the second coolant temperature at the outlet is obtained, and the second coolant temperature is determined as the internal fuel cell stack temperature.
[0007] In some embodiments of this disclosure, a target cold start mode for the fuel cell is selected from a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature, including: When the internal fuel cell stack temperature is greater than or equal to the preset temperature value, the target cold start mode of the vehicle is determined to be the normal temperature cold start mode. The preset temperature value is the critical threshold of fuel cell stack temperature corresponding to the switching of different cold start modes. or, When the internal fuel cell stack temperature is lower than the preset temperature value, the target cold start mode for the vehicle is determined to be the low temperature cold start mode.
[0008] In some embodiments of this disclosure, the cold start method for the vehicle further includes: when the temperature of the first coolant is greater than or equal to the critical threshold of the temperature of the first outlet, determining that the target cold start mode of the vehicle is a normal temperature cold start mode.
[0009] In some embodiments of this disclosure, the cold start method for the vehicle further includes: determining the cold start mode of the vehicle as a low-temperature cold start mode when the temperature of the second coolant is less than or equal to a critical threshold temperature of the second outlet.
[0010] In some embodiments of this disclosure, in response to a start command for the fuel cell, before obtaining the coolant temperature at the outlet of the fuel cell at a first coolant temperature, the method further includes: Obtain the ambient temperature of the vehicle, the length and total capacity of the passage, and the temperature correction factor for the coolant; The ambient temperature correction value is obtained by multiplying the preset ambient temperature coefficient by the ambient temperature. The coolant temperature correction value is determined based on the channel length, total channel capacity, and temperature correction factor. The critical threshold for the first outlet temperature is determined based on the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature corresponding to the normal temperature cold start mode. The critical threshold for the second outlet temperature is determined based on the second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0011] In some embodiments of this disclosure, the coolant temperature correction value is determined based on the channel length, the total channel capacity, and the temperature correction coefficient, including: Calculate the ratio of channel length to total channel capacity; The product of the ratio and the temperature correction factor is calculated to obtain the coolant temperature correction value.
[0012] In some embodiments of this disclosure, in the normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant; in the low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
[0013] A second aspect of this disclosure provides a cold start device for a vehicle, comprising: The information acquisition module is used to respond to the start command of the fuel cell and acquire the first coolant temperature at the outlet of the fuel cell; when the first coolant temperature is within the preset coolant temperature range, it acquires the internal stack temperature of the fuel cell. The preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. The mode selection module is used to select the target cold start mode of the fuel cell from either a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature. The vehicle control module is used to control the fuel cell to start according to the target cold start mode.
[0014] In some embodiments of this disclosure, the information acquisition module is specifically used to control the cooling water pump to run for a preset time period when the first coolant temperature is within a preset coolant temperature range, so as to control the coolant to circulate in the channel inside the fuel cell for a preset time period; after controlling the coolant to circulate in the channel for a preset time period, the module acquires the second coolant temperature at the outlet and determines the second coolant temperature as the internal stack temperature.
[0015] In some embodiments of this disclosure, the mode selection module is specifically used to determine the target cold start mode of the vehicle as a normal temperature cold start mode when the internal fuel cell stack temperature is greater than or equal to a preset temperature value, wherein the preset temperature value is the fuel cell stack temperature critical threshold corresponding to the switching of different cold start modes; or, when the internal fuel cell stack temperature is less than the preset temperature value, determine the target cold start mode of the vehicle as a low temperature cold start mode.
[0016] In some embodiments of this disclosure, the mode selection module is further configured to determine the target cold start mode of the vehicle as the normal temperature cold start mode when the temperature of the first coolant is greater than or equal to the critical threshold of the temperature of the first outlet.
[0017] In some embodiments of this disclosure, the mode selection module is further configured to determine that the vehicle's cold start mode is a low-temperature cold start mode when the temperature of the second coolant is less than or equal to the critical threshold of the temperature of the second outlet.
[0018] In some embodiments of this disclosure, in response to a start command for the fuel cell, before acquiring the first coolant temperature at the outlet of the fuel cell, the information acquisition module is further configured to acquire the ambient temperature of the vehicle, the channel length and total channel capacity, and the temperature correction coefficient corresponding to the coolant; obtain an ambient temperature correction value based on the product of a preset ambient temperature coefficient and the ambient temperature; determine a coolant temperature correction value based on the channel length, total channel capacity, and temperature correction coefficient; determine a first outlet temperature critical threshold based on the ambient temperature correction value, the coolant temperature correction value, and a first reference temperature corresponding to the normal temperature cold start mode; and determine a second outlet temperature critical threshold based on a second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0019] In some embodiments of this disclosure, the information acquisition module is specifically used to calculate the ratio between the channel length and the total channel capacity; and to calculate the product of the ratio and the temperature correction coefficient to obtain the coolant temperature correction value.
[0020] In some embodiments of this disclosure, in the normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant; in the low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
[0021] A third aspect of this disclosure provides an electronic device, including: processor; Memory, used to store executable instructions; The processor is used to read executable instructions from memory and execute the executable instructions to implement the cold start method for the vehicle provided in the first aspect above.
[0022] A fourth aspect of this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the cold start method for a vehicle provided in the first aspect.
[0023] A fifth aspect of this disclosure provides a computer program product comprising a computer program or instructions that, when executed by a processor, implement the cold start method for a vehicle as described in the first aspect above.
[0024] A sixth aspect of this disclosure provides a vehicle that includes electronic equipment provided in the third aspect.
[0025] The technical solution provided in this disclosure has the following advantages: The vehicle cold start method, electronic device, and vehicle provided in this disclosure are capable of responding to a start command for a fuel cell by acquiring a first coolant temperature at the outlet of the fuel cell; acquiring the internal stack temperature of the fuel cell when the first coolant temperature is within a preset coolant temperature range; selecting a target cold start mode for the fuel cell from a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature; and controlling the fuel cell to start according to the target cold start mode. Thus, when the vehicle is cold started, the internal stack temperature of the fuel cell can be used to accurately determine a cold start mode suitable for the current ambient temperature of the vehicle.
[0026] Since the preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode, and the coolant temperature at the outlet of the fuel cell can roughly characterize the internal stack temperature of the fuel cell, if the first coolant temperature is within the preset coolant temperature range, it means that the internal stack temperature of the fuel cell is roughly between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. Therefore, it is necessary to obtain the internal stack temperature of the fuel cell to directly determine the target cold start mode of the fuel cell based on the internal stack temperature. Since the internal stack temperature of a fuel cell is a direct factor in determining the cold start mode, compared to related technologies that directly use the temperature of the fuel cell coolant at the outlet to characterize the internal stack temperature and determine the target cold start mode, obtaining the internal stack temperature of the fuel cell can more accurately determine the target cold start mode that is compatible with the current ambient temperature of the vehicle. This can avoid the problem of mistakenly selecting a normal temperature cold start mode when a low temperature cold start mode is needed, leading to cold start failure, and also avoid the problem of mistakenly selecting a low temperature cold start mode when a normal temperature cold start mode is needed, resulting in increased vehicle energy consumption. Attached Figure Description
[0027] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.
[0028] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0029] Figure 1 This is a topology diagram of the vehicle cold start system provided in the embodiments of this disclosure; Figure 2 This is a flowchart of a cold start method for a vehicle provided in an embodiment of this disclosure; Figure 3 This is a flowchart of another cold start method for a vehicle provided in this disclosure embodiment; Figure 4 This is a schematic diagram of the structure of a vehicle cold start device provided in an embodiment of this disclosure; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation
[0030] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.
[0031] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.
[0032] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.
[0033] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0034] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".
[0035] In typical vehicle cold start scenarios, when the temperature of the fuel cell stack inside the fuel cell is below 0°C, the reaction products are ice. This ice can block the gas reaction channels, causing cold start failure. Therefore, in such cases, a low-temperature cold start mode needs to be selected to increase heat generation by heating the coolant or reducing the stack reaction efficiency, thus avoiding cold start failure. In related technologies, the internal temperature of the fuel cell stack is usually characterized by the coolant temperature at the fuel cell outlet, and the determination of whether to select a low-temperature cold start mode is based on this outlet coolant temperature.
[0036] However, due to the uncertainty of vehicle parking environments, especially in hot or cold weather, when the parking environment heats up, the external temperature rises faster than the internal temperature of the fuel cell stack, resulting in a coolant temperature generally higher than the internal temperature of the stack. Conversely, when the parking environment cools down, the external temperature drops faster than the internal temperature of the stack, resulting in a coolant temperature generally lower than the internal temperature of the stack. Therefore, the coolant temperature during fuel cell startup cannot accurately represent the true internal temperature of the fuel cell stack. In such cases, especially when the coolant temperature is close to the boundary between low-temperature cold start mode and normal-temperature cold start mode, misjudgment can easily occur because the coolant temperature during fuel cell startup cannot accurately represent the true internal temperature of the stack. This can lead to an inability to accurately determine the appropriate cold start mode, resulting in increased vehicle energy consumption or cold start failure.
[0037] To address the aforementioned technical problems, this disclosure provides a cold start method for a vehicle. The method includes: in response to a start command for a fuel cell, acquiring a first coolant temperature at the fuel cell outlet; if the first coolant temperature is within a preset coolant temperature range, acquiring the internal stack temperature of the fuel cell, where the preset coolant temperature range is the temperature range between a first outlet temperature critical threshold corresponding to a normal temperature cold start mode and a second outlet temperature critical threshold corresponding to a low temperature cold start mode; selecting a target cold start mode for the fuel cell from either a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature; and controlling the fuel cell to start according to the target cold start mode. By controlling the operation of the cooling water pump, the coolant circulates within the fuel cell, thereby making the measured coolant outlet temperature value closer to the actual temperature of the fuel cell's internal stack. This allows for a more accurate determination of the target cold start mode for the fuel cell that is compatible with the vehicle's current ambient temperature. This avoids the problem of mistakenly selecting a normal temperature cold start mode when a low temperature cold start mode is needed, leading to cold start failure, and also avoids the problem of increased vehicle energy consumption when mistakenly selecting a low temperature cold start mode when a normal temperature cold start mode is needed.
[0038] The following is based on Figure 1 Taking the cold start system of the vehicle shown as an example, the method provided in the embodiments of this application will be described. Figure 1This is merely an illustrative diagram and does not constitute a limitation on the applicable scenarios of the technical solutions provided in this application.
[0039] like Figure 1 As shown, Figure 1 This is a topology diagram of the cold start system of a vehicle provided in an embodiment of this disclosure. Figure 1 In this context, the vehicle's cold start system 100 may include a vehicle cold start device 101 and a fuel cell 102.
[0040] In this embodiment, the vehicle's cold start device 101 can be any device with communication and computing capabilities. The vehicle's cold start device can be implemented in software and / or hardware, and can be configured in an electronic device, such as a server or terminal. Specifically, the terminal includes an in-vehicle terminal, a computer, or a tablet computer. The vehicle's cold start device can also be a fuel cell controller.
[0041] In this embodiment of the disclosure, the fuel cell 102 may be a fuel cell for a vehicle's power system. The fuel cell 102 internally includes at least a stack and channels through which coolant flows. The coolant in these channels is used to exchange heat with the stack.
[0042] Figure 1 The cold start system 100 of the vehicle shown is for illustrative purposes only and is not intended to limit the technical solution of this application. Those skilled in the art should understand that in specific implementations, the cold start system 100 of the vehicle may also include other devices, without limitation.
[0043] The method will be described below with reference to specific embodiments. Figure 2 As shown, Figure 2 This is a flowchart of a vehicle cold start method provided in this disclosure embodiment; the method can be executed by the vehicle's cold start device. Figure 2 The cold start method for this vehicle includes the following steps.
[0044] S201. In response to the start command of the fuel cell, the first coolant temperature at the outlet of the fuel cell is obtained.
[0045] In this embodiment of the disclosure, the start command is used to instruct the vehicle to perform a cold start.
[0046] In this embodiment of the disclosure, the coolant of the fuel cell flows through channels inside the fuel cell and exchanges heat with the fuel cell stack.
[0047] In this embodiment of the disclosure, the water outlet is the water outlet of a channel inside the fuel cell.
[0048] Specifically, the driver performs a vehicle start-up operation (e.g., pressing the vehicle start button), triggering the vehicle to generate a start command for the fuel cell; the vehicle's cold start device responds to the start command for the fuel cell by acquiring the first coolant temperature at the fuel cell outlet via a temperature sensor at the fuel cell outlet.
[0049] S202. When the first coolant temperature is within a preset coolant temperature range, obtain the internal stack temperature of the fuel cell.
[0050] In this embodiment of the disclosure, the preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode.
[0051] In this embodiment, the startup process differs between the ambient temperature cold start mode and the low temperature cold start mode. At low temperatures, water generated by the fuel cell cathode reaction can freeze in the catalyst layer, diffusion layer, and even the flow channels, covering catalyst reaction sites and blocking gas transport channels, leading to startup failure. At ambient temperature, there is no freezing issue. Therefore, the ambient temperature cold start mode does not require additional hydrothermal management strategies, while the low temperature cold start mode does. Furthermore, at low temperatures, the battery electrolyte thickens, its internal resistance increases, and its charge / discharge performance decreases. Therefore, the low temperature cold start mode requires strict control of the state of charge threshold and the shutdown of high-power accessories, while the ambient temperature cold start mode provides stable battery performance and only requires conventional power balance control.
[0052] In this embodiment, the first or second outlet temperature critical threshold can be set according to actual needs and is not limited. For example, the first outlet temperature critical threshold can be 5 degrees Celsius, and the second outlet temperature critical threshold can be -5 degrees Celsius.
[0053] Specifically, after obtaining the first coolant temperature at the outlet of the fuel cell, if the first coolant temperature is less than the first outlet temperature critical threshold and greater than the second outlet temperature critical threshold, then the internal stack temperature of the fuel cell can be obtained.
[0054] In the embodiments of this disclosure, a method for obtaining the internal stack temperature of a fuel cell is proposed. Specifically, when the first coolant temperature is within a preset coolant temperature range, the vehicle's cold start device controls the cooling water pump to run for a preset time period to control the coolant circulation in the channels inside the fuel cell for a preset time period. After controlling the coolant to circulate in the channels for the preset time period, the second coolant temperature at the outlet is obtained, and the second coolant temperature is determined as the internal stack temperature.
[0055] In the embodiments of this disclosure, the preset time period can be set according to actual needs and is not limited. For example, the preset time period can be 5 seconds.
[0056] Understandably, when the vehicle's cold start system is within a preset coolant temperature range, it controls the coolant pump to run for a preset period. This controls the coolant circulation within the fuel cell's internal channels for a preset time. During this period, the coolant exchanges heat with the fuel cell stack, bringing the coolant temperature close to or even identical to the actual temperature of the fuel cell stack. Then, after the preset circulation period, the coolant temperature at the outlet is directly measured, revealing the true temperature of the fuel cell stack. Since the internal stack temperature directly determines the cold start mode selection, obtaining this temperature facilitates accurate determination of the appropriate cold start mode for the vehicle's current ambient temperature.
[0057] S203. Based on the internal stack temperature, select the target cold start mode for the fuel cell from either the ambient temperature cold start mode or the low temperature cold start mode.
[0058] In some optional implementations, when the internal fuel cell temperature is greater than or equal to a preset temperature value, the vehicle's cold start device determines the vehicle's target cold start mode as the ambient temperature cold start mode.
[0059] In the embodiments of this disclosure, the preset temperature value is the critical temperature threshold of the fuel cell stack corresponding to different cold start mode switching. The preset temperature value can be flexibly adjusted according to different vehicle models, fuel cell stack types (such as proton exchange membrane fuel cells, solid oxide fuel cells), or usage scenarios. The preset temperature value can be set according to actual needs and is not limited. For example, the preset temperature value can be 0 degrees Celsius.
[0060] In some alternative implementations, when the internal fuel cell temperature is lower than a preset temperature value, the vehicle's cold start device determines the vehicle's target cold start mode as a low-temperature cold start mode.
[0061] Understandably, the preset temperature value is used to distinguish between normal temperature cold start mode and low temperature cold start mode, as it represents the critical threshold temperature of the fuel cell stack corresponding to different cold start modes. This avoids insufficient adaptation of a single start mode to different temperature environments. Furthermore, since the internal temperature of the fuel cell stack directly reflects the risk of icing and reaction conditions, when the internal fuel cell stack temperature is greater than or equal to the preset temperature value, it indicates that the current internal fuel cell stack temperature is too high and the switching conditions for the low temperature cold start mode are not met. In this case, the target cold start mode for the vehicle is determined to be the normal temperature cold start mode. Conversely, when the internal fuel cell stack temperature is lower than the preset temperature value, the switching conditions for the low temperature cold start mode are met, and the target cold start mode for the vehicle is determined to be the low temperature cold start mode. This achieves accurate determination of the cold start mode adapted to the vehicle's current ambient temperature.
[0062] S204. Control the fuel cell to start according to the target cold start mode.
[0063] Specifically, after the vehicle's cold start device determines the target cold start mode of the vehicle, it controls the fuel cell to start according to the target cold start mode.
[0064] based on Figure 2 The method shown allows the vehicle's cold start device to respond to a start command to the fuel cell by acquiring the first coolant temperature at the fuel cell outlet; acquiring the internal stack temperature of the fuel cell when the first coolant temperature is within a preset coolant temperature range; selecting a target cold start mode for the fuel cell from a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature; and controlling the fuel cell to start according to the target cold start mode. Thus, when the vehicle is cold-started, the internal stack temperature of the fuel cell can be used to accurately determine a cold start mode suitable for the current ambient temperature of the vehicle.
[0065] Since the preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode, and the coolant temperature at the outlet of the fuel cell can roughly characterize the internal stack temperature of the fuel cell, if the first coolant temperature is within the preset coolant temperature range, it means that the internal stack temperature of the fuel cell is roughly between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. Therefore, it is necessary to obtain the internal stack temperature of the fuel cell to directly determine the target cold start mode of the fuel cell based on the internal stack temperature. Since the internal stack temperature of a fuel cell is a direct factor in determining the cold start mode, compared to related technologies that directly use the temperature of the fuel cell coolant at the outlet to characterize the internal stack temperature and determine the target cold start mode, obtaining the internal stack temperature of the fuel cell can more accurately determine the target cold start mode that is compatible with the current ambient temperature of the vehicle. This can avoid the problem of mistakenly selecting a normal temperature cold start mode when a low temperature cold start mode is needed, leading to cold start failure, and also avoid the problem of mistakenly selecting a low temperature cold start mode when a normal temperature cold start mode is needed, resulting in increased vehicle energy consumption.
[0066] In an optional example, based on the aforementioned embodiments, as described above, when the temperature of the first coolant is greater than or equal to the critical threshold of the temperature at the first outlet, the target cold start mode of the vehicle is determined to be the normal temperature cold start mode.
[0067] Understandably, when the temperature of the first coolant is greater than or equal to the critical threshold of the first outlet temperature, it indicates that the temperature of the coolant at the outlet of the fuel cell is relatively high. At this time, even if the internal stack temperature of the fuel cell is slightly lower than the critical threshold of the first outlet temperature corresponding to the normal temperature cold start mode, the internal stack temperature will not be lower than the critical threshold of the stack temperature corresponding to the low temperature cold start mode because the temperature of the first coolant is high enough. Therefore, selecting the normal temperature cold start mode at this time can ensure normal cold start without causing an increase in the energy consumption of the whole vehicle.
[0068] In an optional example, based on the aforementioned embodiments, as described above, when the temperature of the second coolant is less than or equal to the critical threshold temperature of the second outlet, the cold start mode of the vehicle is determined to be the low temperature cold start mode.
[0069] Understandably, when the temperature of the second coolant is less than or equal to the critical threshold of the second outlet temperature, it indicates that the temperature of the coolant at the outlet of the fuel cell is low. At this time, even if the internal stack temperature of the fuel cell is slightly higher than the critical threshold of the second outlet temperature corresponding to the normal temperature cold start mode, the internal stack temperature will not be higher than the critical threshold of the stack temperature corresponding to the normal temperature cold start mode because the temperature of the first coolant is low enough. Therefore, selecting the low temperature cold start mode at this time can ensure a successful and normal start-up.
[0070] In an alternative example, based on the foregoing embodiments and as described above, in response to a start command for the fuel cell, before obtaining the first coolant temperature at the fuel cell outlet, this disclosure provides another method for cold starting a vehicle. Figure 3 This is a flowchart of another cold start method for a vehicle provided in this disclosure embodiment, such as... Figure 3 As shown, the specific steps may include the following: S301. Obtain the ambient temperature of the vehicle, the length of the passage, the total capacity of the passage, and the temperature correction factor for the coolant.
[0071] In one example, under normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant. Under low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
[0072] S302. Obtain the ambient temperature correction value based on the product of the preset ambient temperature coefficient and the ambient temperature.
[0073] The preset ambient temperature coefficient can be determined according to actual needs and is not restricted. The preset ambient temperature coefficient for the normal temperature cold start mode can be the first ambient temperature coefficient. The preset ambient temperature coefficient for the low temperature cold start mode can be the second ambient temperature coefficient. The second ambient temperature coefficient is greater than the first ambient temperature coefficient.
[0074] Understandably, in low-temperature cold start mode, ambient temperature has a more significant impact on coolant freezing and heat dissipation. Using a larger second ambient temperature coefficient can amplify the correction range of ambient temperature on the critical threshold of outlet temperature, avoiding threshold calculation deviation due to excessive heat dissipation in low-temperature environments. In normal temperature mode, the impact of ambient temperature is weaker, so a smaller first ambient temperature coefficient is used to prevent over-correction from causing the threshold to deviate from the normal operating requirements of the fuel cell stack.
[0075] S303. Determine the coolant temperature correction value based on the channel length, total channel capacity, and temperature correction coefficient.
[0076] In some alternative implementations, the vehicle's cold start device calculates the ratio between the channel length and the total channel capacity; the product of this ratio and the temperature correction factor is then calculated to obtain the coolant temperature correction value.
[0077] Specifically, in normal temperature cold start mode, the vehicle's cold start device calculates the ratio between the channel length and the total channel capacity; it then calculates the product of this ratio and the specific heat capacity coefficient of the coolant to obtain the coolant temperature correction value. In low temperature cold start mode, the vehicle's cold start device calculates the ratio between the channel length and the total channel capacity; it then calculates the product of this ratio and the coolant's antifreeze correction coefficient to obtain the coolant temperature correction value.
[0078] Understandably, the ratio of channel length to total channel capacity accurately characterizes the heat dissipation and heat storage characteristics per unit capacity of the channels through which the coolant flows within the fuel cell. Longer channels with smaller capacity dissipate heat quickly, while shorter channels with larger capacity exhibit greater thermal inertia. In normal temperature cold start mode, the specific heat capacity coefficient is used. This coefficient directly relates to the coolant's conventional heat transfer capacity, and the correction value accurately reflects the impact of the channel structure on the normal temperature rise rate of the coolant, avoiding excessive correction that could increase heating energy consumption. In low temperature cold start mode, an antifreeze correction coefficient is used. This coefficient characterizes the freezing point and low-temperature thermal conductivity degradation characteristics of the antifreeze. The correction value compensates for the increased heat dissipation from the channels and the decreased thermal conductivity of the coolant in low-temperature environments, preventing icing caused by overestimation of the coolant temperature. By comprehensively considering both the channel type and the coolant type, the coolant temperature correction value can be determined more accurately.
[0079] S304. Determine the critical threshold of the first outlet temperature based on the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature corresponding to the normal temperature cold start mode; and determine the critical threshold of the second outlet temperature based on the second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0080] In this embodiment, the first reference temperature corresponding to the normal temperature cold start mode and the second reference temperature corresponding to the low temperature cold start mode can be set according to actual needs and are not limited. For example, the first reference temperature can be 3 degrees Celsius, and the second reference temperature can be -10 degrees Celsius.
[0081] Specifically, the vehicle's cold start device calculates the sum of the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature corresponding to the normal temperature cold start mode to obtain the first outlet temperature critical threshold; and calculates the sum of the second reference temperature, the ambient temperature correction value, and the coolant temperature correction value corresponding to the low temperature cold start mode to obtain the second outlet temperature critical threshold.
[0082] Optionally, the vehicle's cold start device can also be set with a first weight value corresponding to the ambient temperature correction value and a second weight value corresponding to the coolant temperature correction value. Based on the first weight value, the second weight value, the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature, the critical threshold of the first outlet temperature is determined.
[0083] Specifically, the vehicle's cold start device calculates the product between a first weight value and an ambient temperature correction value to obtain a first value; calculates the product between a second weight value and a coolant temperature correction value to obtain a second value; and calculates the sum of the first value, the second value, and the first reference temperature to determine the critical threshold temperature of the first outlet.
[0084] Accordingly, the vehicle's cold start device calculates the product between the first weight value and the ambient temperature correction value to obtain the third value; calculates the product between the second weight value and the coolant temperature correction value to obtain the fourth value; and calculates the sum of the third value, the fourth value, and the second reference temperature to determine the critical threshold temperature of the second outlet.
[0085] Understandably, by setting a first weight value (environmental correction weight) and a second weight value (coolant correction weight), the influence of the two correction values on the critical threshold of the outlet temperature can be allocated according to different cold start modes. For example, in low-temperature cold start mode, the first weight value can be increased to strengthen the correction of the threshold by the low ambient temperature and prioritize the anti-icing requirement; in normal-temperature cold start mode, the second weight value can be increased to highlight the influence of the channel on the thermal characteristics of the coolant and optimize temperature rise efficiency and energy consumption.
[0086] Based on the above Figure 3The method shown allows the vehicle's cold start device to obtain the ambient temperature of the vehicle, the channel length and total channel capacity, and the corresponding temperature correction coefficient of the coolant before acquiring the first coolant temperature at the outlet of the fuel cell. An ambient temperature correction value is obtained by multiplying the preset ambient temperature coefficient by the ambient temperature. A coolant temperature correction value is determined based on the channel length, total channel capacity, and temperature correction coefficient. A first outlet temperature critical threshold is determined based on the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature corresponding to the normal temperature cold start mode. A second outlet temperature critical threshold is determined based on the second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0087] By comprehensively considering the vehicle's ambient temperature, channel structure parameters, and coolant temperature correction coefficient, the reference temperature for different cold start modes can be compensated and adjusted, effectively improving the accuracy of the critical threshold temperatures for both the first and second outlets. Furthermore, in normal temperature cold start mode, based on the first reference temperature and incorporating ambient temperature and coolant specific heat capacity coefficient correction values, the generated critical threshold temperature for the first outlet can match the requirements for rapid heating and low energy consumption, avoiding energy waste caused by overheating. In low temperature cold start mode, based on the second reference temperature and incorporating ambient temperature and coolant antifreeze correction coefficient correction values, the generated second outlet temperature can accurately match the requirements for anti-icing and rapid freezing point breaking, avoiding fuel cell stack freezing damage due to excessive heat dissipation.
[0088] Figure 4 This is a schematic diagram of the structure of a vehicle cold start device provided in an embodiment of this disclosure.
[0089] In this embodiment, the vehicle's cold start device can be housed within an electronic device, and is understood as a functional module within that electronic device. Specifically, the electronic device can be a server or a terminal, wherein the terminal specifically includes an in-vehicle terminal, a computer, or a tablet computer, etc., without limitation.
[0090] like Figure 4 As shown, the cold start device of the vehicle may include an information acquisition module 401, a mode selection module 402, and a vehicle control module 403.
[0091] The information acquisition module 401 is used to acquire the first coolant temperature at the outlet of the fuel cell in response to the start command of the fuel cell; and to acquire the internal stack temperature of the fuel cell when the first coolant temperature is within a preset coolant temperature range. The preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. The mode selection module 402 is used to select the target cold start mode of the fuel cell from a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature. The vehicle control module 403 is used to control the fuel cell to start according to the target cold start mode.
[0092] In this embodiment of the present disclosure, the cold start device of the vehicle can, in response to a start command for the fuel cell, acquire a first coolant temperature at the outlet of the fuel cell coolant; if the first coolant temperature is within a preset coolant temperature range, acquire the internal stack temperature of the fuel cell; based on the internal stack temperature, select a target cold start mode for the fuel cell from a normal temperature cold start mode or a low temperature cold start mode; and control the fuel cell to start according to the target cold start mode. Thus, when the vehicle is cold started, the internal stack temperature of the fuel cell can be used to accurately determine a cold start mode suitable for the current ambient temperature of the vehicle.
[0093] Since the preset coolant temperature range is the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode, and the coolant temperature at the outlet of the fuel cell can roughly characterize the internal stack temperature of the fuel cell, if the first coolant temperature is within the preset coolant temperature range, it means that the internal stack temperature of the fuel cell is roughly between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode. Therefore, it is necessary to obtain the internal stack temperature of the fuel cell to directly determine the target cold start mode of the fuel cell based on the internal stack temperature. Since the internal stack temperature of a fuel cell is a direct factor in determining the cold start mode, compared to related technologies that directly use the temperature of the fuel cell coolant at the outlet to characterize the internal stack temperature and determine the target cold start mode, obtaining the internal stack temperature of the fuel cell can more accurately determine the target cold start mode that is compatible with the current ambient temperature of the vehicle. This can avoid the problem of mistakenly selecting a normal temperature cold start mode when a low temperature cold start mode is needed, leading to cold start failure, and also avoid the problem of mistakenly selecting a low temperature cold start mode when a normal temperature cold start mode is needed, resulting in increased vehicle energy consumption.
[0094] In some embodiments of this disclosure, the information acquisition module 401 is specifically used to control the cooling water pump to run for a preset time period when the first coolant temperature is within a preset coolant temperature range, so as to control the coolant to circulate in the channel inside the fuel cell for a preset time period; after controlling the coolant to circulate in the channel for a preset time period, the module acquires the second coolant temperature at the outlet and determines the second coolant temperature as the internal stack temperature.
[0095] In some embodiments of this disclosure, the mode selection module 402 is specifically used to determine the target cold start mode of the vehicle as a normal temperature cold start mode when the internal fuel cell stack temperature is greater than or equal to a preset temperature value, wherein the preset temperature value is the fuel cell stack temperature critical threshold corresponding to the switching of different cold start modes; or, when the internal fuel cell stack temperature is less than the preset temperature value, determine the target cold start mode of the vehicle as a low temperature cold start mode.
[0096] In some embodiments of this disclosure, the mode selection module 402 is further configured to determine the target cold start mode of the vehicle as the normal temperature cold start mode when the temperature of the first coolant is greater than or equal to the critical threshold of the temperature of the first outlet.
[0097] In some embodiments of this disclosure, the mode selection module 402 is further configured to determine that the vehicle's cold start mode is a low-temperature cold start mode when the temperature of the second coolant is less than or equal to the critical threshold of the temperature of the second outlet.
[0098] In some embodiments of this disclosure, in response to a start command for the fuel cell, before obtaining the first coolant temperature at the outlet of the fuel cell, the information acquisition module 401 is further configured to acquire the ambient temperature of the vehicle, the channel length and total channel capacity, and the temperature correction coefficient corresponding to the coolant; obtain an ambient temperature correction value based on the product of a preset ambient temperature coefficient and the ambient temperature; determine a coolant temperature correction value based on the channel length, total channel capacity, and temperature correction coefficient; determine a first outlet temperature critical threshold based on the ambient temperature correction value, the coolant temperature correction value, and a first reference temperature corresponding to the normal temperature cold start mode; and determine a second outlet temperature critical threshold based on a second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0099] In some embodiments of this disclosure, the information acquisition module 401 is specifically used to calculate the ratio between the channel length and the total channel capacity; calculate the product between the ratio and the temperature correction coefficient to obtain the coolant temperature correction value.
[0100] In some embodiments of this disclosure, in the normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant; in the low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
[0101] It should be noted that, Figure 4 The cold start device 400 of the vehicle shown can perform the various steps in the above method embodiments and achieve the various processes and effects in the above method embodiments, which will not be elaborated here.
[0102] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure.
[0103] In this embodiment of the disclosure, Figure 5 The electronic device shown can be a server or a terminal. Specifically, the terminal includes in-vehicle terminals, computers, or tablets, etc., without limitation.
[0104] like Figure 5 As shown, the electronic device may include a processor 510 and a memory 520 storing computer program instructions.
[0105] Specifically, the processor 510 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this disclosure.
[0106] Memory 520 may include a large-capacity storage device for information or instructions. For example, and not limitingly, memory 520 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 520 may include removable or non-removable (or fixed) media. Where appropriate, memory 520 may be internal or external to the integrated gateway device. In a particular embodiment, memory 520 is a non-volatile solid-state memory. In a particular embodiment, memory 520 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (Electrically Programmable ROM, EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.
[0107] The processor 510 reads and executes computer program instructions stored in the memory 520 to perform the steps of the cold start method for a vehicle provided in this embodiment of the present disclosure.
[0108] In one example, the electronic device may also include a transceiver 530 and a bus 540. Wherein, as... Figure 5 As shown, the processor 510, memory 520 and transceiver 530 are connected via bus 540 and communicate with each other.
[0109] Bus 540 may include hardware, software, or both. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 540 may include one or more buses.
[0110] This disclosure also provides a computer-readable storage medium that can store a computer program that, when executed by a processor, causes the processor to implement the cold start method for a vehicle provided in this disclosure.
[0111] When the computer program is executed by the processor, the processor can perform the following steps: in response to the start command of the fuel cell, obtain the first coolant temperature at the outlet of the fuel cell; if the first coolant temperature is within a preset coolant temperature range, obtain the internal stack temperature of the fuel cell, the preset coolant temperature range being the temperature range between the first outlet temperature critical threshold corresponding to the normal temperature cold start mode and the second outlet temperature critical threshold corresponding to the low temperature cold start mode; based on the internal stack temperature, select the target cold start mode of the fuel cell from the normal temperature cold start mode or the low temperature cold start mode; and control the fuel cell to start according to the target cold start mode.
[0112] Therefore, during a vehicle cold start, the internal stack temperature of the fuel cell can accurately determine the cold start mode suitable for the vehicle's current ambient temperature. When the first coolant temperature is within a preset coolant temperature range, it indicates that the internal stack temperature of the fuel cell is approximately between the first outlet temperature critical threshold corresponding to a normal temperature cold start mode and the second outlet temperature critical threshold corresponding to a low temperature cold start mode. At this point, it is necessary to obtain the internal stack temperature of the fuel cell to directly determine the target cold start mode based on it. Since the internal stack temperature of the fuel cell is a direct factor in determining the cold start mode, compared to related technologies that directly use the coolant temperature at the outlet to characterize the internal stack temperature and determine the target cold start mode, obtaining the internal stack temperature allows for a more accurate determination of the target cold start mode suitable for the vehicle's current ambient temperature. This avoids the problem of mistakenly selecting a normal temperature cold start mode when a low temperature cold start mode is needed, leading to cold start failure, and also avoids the problem of mistakenly selecting a low temperature cold start mode when a normal temperature cold start mode is needed, resulting in increased vehicle energy consumption.
[0113] In some embodiments of this disclosure, when the first coolant temperature is within a preset coolant temperature range, obtaining the internal stack temperature of the fuel cell includes: when the first coolant temperature is within the preset coolant temperature range, controlling the cooling water pump to run for a preset time period to control the coolant to circulate in the channels inside the fuel cell for a preset time period; after controlling the coolant to circulate in the channels for a preset time period, obtaining the second coolant temperature at the outlet and determining the second coolant temperature as the internal stack temperature.
[0114] In some embodiments of this disclosure, the target cold start mode of the fuel cell is selected from a normal temperature cold start mode or a low temperature cold start mode based on the internal stack temperature. This includes: when the internal stack temperature is greater than or equal to a preset temperature value, the target cold start mode of the vehicle is determined to be a normal temperature cold start mode, where the preset temperature value is the stack temperature critical threshold corresponding to the switching between different cold start modes; or, when the internal stack temperature is less than the preset temperature value, the target cold start mode of the vehicle is determined to be a low temperature cold start mode.
[0115] In some embodiments of this disclosure, the cold start method for the vehicle further includes: when the temperature of the first coolant is greater than or equal to the critical threshold of the temperature of the first outlet, determining that the target cold start mode of the vehicle is a normal temperature cold start mode.
[0116] In some embodiments of this disclosure, the cold start method for the vehicle further includes: determining the cold start mode of the vehicle as a low-temperature cold start mode when the temperature of the second coolant is less than or equal to a critical threshold temperature of the second outlet.
[0117] In some embodiments of this disclosure, in response to a start command for the fuel cell, before obtaining the first coolant temperature at the outlet of the fuel cell, the method further includes: obtaining the ambient temperature of the vehicle, the channel length and total channel capacity, and the temperature correction coefficient corresponding to the coolant; obtaining an ambient temperature correction value based on the product of a preset ambient temperature coefficient and the ambient temperature; determining a coolant temperature correction value based on the channel length, total channel capacity, and temperature correction coefficient; determining a first outlet temperature critical threshold based on the ambient temperature correction value, the coolant temperature correction value, and a first reference temperature corresponding to a normal temperature cold start mode; and determining a second outlet temperature critical threshold based on a second reference temperature corresponding to a low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value.
[0118] In some embodiments of this disclosure, the coolant temperature correction value is determined based on the channel length, the total channel capacity, and the temperature correction coefficient, including: calculating the ratio between the channel length and the total channel capacity; and calculating the product of the ratio and the temperature correction coefficient to obtain the coolant temperature correction value.
[0119] In some embodiments of this disclosure, in the normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant; in the low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
[0120] The aforementioned storage medium may, for example, include a memory 520 containing computer program instructions, which can be executed by a processor 510 of an electronic device to complete the cold start method for a vehicle provided in this embodiment. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as read-only memory (ROM), random access memory (RAM), external cache memory, compact disc ROM (CD-ROM), magnetic tape, floppy disk, flash memory, and optical data storage devices. By way of illustration and not limitation, RAM is available in various forms, such as static random access memory (SRAM) and dynamic random access memory (DRAM).
[0121] This disclosure also provides a vehicle that includes electronic devices that can implement the various processes and effects described in the above embodiments of this disclosure, which will not be elaborated here.
[0122] This disclosure also provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are executed by a processor, they implement the cold start method for a vehicle provided in this disclosure and can achieve the various processes and effects described in the above embodiments of this disclosure, which will not be elaborated here.
[0123] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A cold start method for a vehicle, characterized in that, The method includes: The ambient temperature of the vehicle, the length and total capacity of the internal channels of the fuel cell, and the temperature correction coefficient of the coolant in the fuel cell are obtained. The ambient temperature correction value is obtained by multiplying the preset ambient temperature coefficient by the ambient temperature. The coolant temperature correction value is determined based on the channel length, the total channel capacity, and the temperature correction coefficient. Based on the ambient temperature correction value, the coolant temperature correction value, and the first reference temperature corresponding to the ambient temperature cold start mode, the first outlet temperature critical threshold corresponding to the ambient temperature cold start mode is determined; and based on the second reference temperature corresponding to the low temperature cold start mode, the ambient temperature correction value, and the coolant temperature correction value, the second outlet temperature critical threshold corresponding to the low temperature cold start mode is determined. In response to a start command for the fuel cell, the first coolant temperature at the outlet of the fuel cell is obtained; When the temperature of the first coolant is greater than or equal to the critical threshold of the temperature at the first outlet, the target cold start mode of the vehicle is determined to be the normal temperature cold start mode. Alternatively, when the first coolant temperature is within a preset coolant temperature range, the internal stack temperature of the fuel cell is obtained, wherein the preset coolant temperature range is the temperature range between less than the first outlet temperature critical threshold and greater than the second outlet temperature critical threshold; based on the internal stack temperature, the target cold start mode of the fuel cell is selected from the normal temperature cold start mode or the low temperature cold start mode. The fuel cell is controlled to start according to the target cold start mode; Wherein, obtaining the internal stack temperature of the fuel cell when the first coolant temperature is within a preset coolant temperature range includes: When the temperature of the first coolant is within a preset coolant temperature range, the cooling water pump is controlled to run for a preset time period in order to control the coolant to circulate in the channels inside the fuel cell for the preset time period. After controlling the coolant to circulate in the channel for the preset time period, the second coolant temperature at the outlet is obtained, and the second coolant temperature is determined as the internal fuel cell stack temperature.
2. The method according to claim 1, characterized in that, The step of selecting the target cold start mode for the fuel cell from the ambient temperature cold start mode or the low temperature cold start mode based on the internal stack temperature includes: When the internal fuel cell stack temperature is greater than or equal to a preset temperature value, the target cold start mode of the vehicle is determined to be the normal temperature cold start mode, and the preset temperature value is the critical threshold of fuel cell stack temperature corresponding to the switching of different cold start modes. or, When the internal fuel cell stack temperature is lower than the preset temperature value, the target cold start mode of the vehicle is determined to be the low temperature cold start mode.
3. The method according to claim 2, characterized in that, The method further includes: When the temperature of the second coolant is less than or equal to the critical threshold of the temperature at the second outlet, the cold start mode of the vehicle is determined to be the low-temperature cold start mode.
4. The method according to claim 3, characterized in that, The step of determining the coolant temperature correction value based on the channel length, the total channel capacity, and the temperature correction coefficient includes: Calculate the ratio between the channel length and the total channel capacity; The product of the ratio and the temperature correction factor is calculated to obtain the coolant temperature correction value.
5. The method according to claim 4, characterized in that, In the normal temperature cold start mode, the temperature correction factor is the specific heat capacity coefficient of the coolant; in the low temperature cold start mode, the temperature correction factor is the antifreeze correction factor of the coolant.
6. An electronic device, characterized in that, include: processor; Memory, used to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the cold start method for the vehicle according to any one of claims 1-5.
7. A vehicle, characterized in that, Including the electronic device as described in claim 6.