Control system, method and vehicle for a vehicle

Abstract

This disclosure relates to a control system, method, and vehicle for a vehicle, and pertains to the field of vehicle technology. The system includes: a control module and a liquid hydrogen storage module, a target regulating valve, a target heat exchanger, a target cooling module, a target bypass valve, and a liquid hydrogen vaporization module, all connected to the control module. The liquid hydrogen storage module is connected to a first hydrogen pipeline and a second hydrogen pipeline. The first hydrogen pipeline includes a target regulating valve, a target heat exchanger, and a liquid hydrogen vaporization module connected in sequence, and a target cooling module connected to the target heat exchanger. The target heat exchanger is used for heat exchange with the target cooling module. The first regulating opening degree corresponding to the target regulating valve is determined based on the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module. The second hydrogen pipeline includes a target bypass valve and a liquid hydrogen vaporization module connected in sequence. The second regulating opening degree corresponding to the target bypass valve is determined based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle control system, method, and vehicle. Background Technology

[0002] With the advancement of global carbon neutrality goals, hydrogen fuel cell commercial vehicles, especially heavy-duty trucks, are considered a crucial pathway to achieving deep decarbonization in the commercial vehicle sector due to their advantages such as zero emissions, long driving range, and rapid refueling. Onboard liquid hydrogen storage and supply systems, with their higher volumetric hydrogen storage density, have become a key technology for extending vehicle driving range. Liquid hydrogen has a storage temperature of -253℃. When using hydrogen gas, the liquid hydrogen needs to absorb heat in a vaporizer to reach the ambient temperature required by the fuel cell, a process that generates a significant amount of cold energy. However, currently, this cold energy is directly discarded into the environment, resulting in substantial energy loss. Summary of the Invention

[0003] To address the aforementioned technical problems, this disclosure provides a vehicle control system, method, and vehicle.

[0004] In a first aspect, this disclosure provides a vehicle control system, the system comprising: a control module and a liquid hydrogen storage module, a target regulating valve, a target heat exchanger, a target cooling module, a target bypass valve, and a liquid hydrogen vaporization module, all connected to the control module; the liquid hydrogen storage module is connected to a first hydrogen pipeline and a second hydrogen pipeline; wherein, the first hydrogen pipeline includes the target regulating valve, the target heat exchanger, and the liquid hydrogen vaporization module connected in sequence, and a target cooling module connected to the target heat exchanger, the target heat exchanger being used for heat exchange with the target cooling module, and the target regulating valve being used to regulate the hydrogen flow rate input to the target heat exchanger; a first regulating opening degree corresponding to the target regulating valve is determined based on the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module; the second hydrogen pipeline includes the target bypass valve and the liquid hydrogen vaporization module connected in sequence, the target bypass valve being used to regulate the hydrogen flow rate input to the liquid hydrogen vaporization module; and a second regulating opening degree corresponding to the target bypass valve being determined based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements; The liquid hydrogen output from the liquid hydrogen storage module is input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react to generate electricity.

[0005] Optionally, the target heat exchanger includes a first heat exchanger, a second heat exchanger, and a third heat exchanger connected in sequence; the target cooling module includes a power battery cooling module, an air conditioning cooling module, and a fuel cell cooling module; the power battery cooling module is connected to the first heat exchanger, the air conditioning cooling module is connected to the second heat exchanger, and the fuel cell cooling module is connected to the third heat exchanger; the target regulating valve (103) includes a first regulating valve disposed before the first heat exchanger, a second regulating valve disposed before the second heat exchanger, and a third regulating valve disposed before the third heat exchanger; the target bypass valve (106) includes a first bypass valve connected in parallel with the first heat exchanger, a second bypass valve connected in parallel with the second heat exchanger, and a third bypass valve connected in parallel with the third heat exchanger.

[0006] Optionally, the system further includes a pressure recovery module connected between the liquid hydrogen vaporization module and the fuel cell, the pressure recovery module including an expander generator set; The liquid hydrogen vaporization module is used to convert the liquid hydrogen output from the liquid hydrogen storage module and / or the target heat exchanger into gaseous hydrogen. The pressure recovery module is used to receive gaseous hydrogen output from the liquid hydrogen vaporization module, expand the gaseous hydrogen through the expander generator set to generate electricity, and input the expanded gaseous hydrogen into the fuel cell.

[0007] Secondly, this disclosure provides a vehicle control method applied to the vehicle control system described in the first aspect, the method comprising: Obtain the vehicle's operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module; Based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve; Based on the first and second adjustment openings, the liquid hydrogen output from the liquid hydrogen storage module is controlled to be input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react and generate electricity.

[0008] Optionally, the target thermal management requirement is used to characterize the thermal load of the target cooling module, and determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirement includes: When the ambient temperature meets the preset temperature conditions, the total amount of cold energy released during the vaporization process of liquid hydrogen in the vehicle is determined according to the vehicle's operating conditions. Based on the total amount of cold energy released and the heat load of the target cooling module, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

[0009] Optionally, the vehicle operating conditions include the liquid hydrogen outlet temperature and the liquid hydrogen outlet flow rate, and determining the total amount of cold energy released during the vaporization process of the liquid hydrogen in the vehicle based on the vehicle operating conditions includes: Based on the liquid hydrogen outlet flow rate, determine the latent heat of vaporization energy of the liquid hydrogen in the vehicle during the vaporization process; Based on the liquid hydrogen outlet temperature, determine the sensible heat energy of vaporization of the liquid hydrogen in the vehicle during the vaporization process; The total amount of cold energy released is determined based on the latent heat energy of vaporization and the sensible heat energy of vaporization.

[0010] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the total amount of cold energy released and the heat load of the target cooling module includes: The target cooling capacity to be allocated to the target cooling module is determined based on the total amount of cold energy released and the heat load of the target cooling module. Based on the target cooling capacity, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

[0011] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements includes: Based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements of the target cooling module, the target control mode corresponding to the vehicle is determined, and based on the target control mode, the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve are determined.

[0012] Optionally, the method further includes: converting the liquid hydrogen output from the liquid hydrogen storage module and / or the target heat exchanger into gaseous hydrogen; receiving the gaseous hydrogen output from the liquid hydrogen vaporization module; expanding the gaseous hydrogen to generate electricity; and inputting the expanded gaseous hydrogen into the fuel cell.

[0013] Thirdly, this disclosure provides a vehicle including the control system of the vehicle provided in the first aspect of this disclosure.

[0014] Through the above technical solution, the target heat exchanger and the target cooling module are coupled for heat exchange via a first hydrogen pipeline. This allows the cold energy of liquid hydrogen to be directly used to replace or partially replace the energy consumption of the traditional thermal management system. The cold energy of the liquid hydrogen can be recovered and reused by the target cooling module, avoiding waste. Furthermore, the second hydrogen pipeline allows the cold energy of the liquid hydrogen to be bypassed, bypassing the target heat exchanger and preventing overcooling or ineffective release. Based on the vehicle operating conditions, ambient temperature, and the target thermal management requirements of the target cooling module, the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve are determined, thereby controlling the input of liquid hydrogen into the fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline. In other words, the liquid hydrogen transport path can be flexibly selected according to actual needs. When the vehicle is under high temperature and high load conditions and the target cooling module requires cooling, the liquid hydrogen can flow through the target heat exchanger in whole or in part by adjusting the first and second adjustment openings, using its own cold energy to provide cooling for the target cooling module. When cooling of the target cooling module is not required, the liquid hydrogen can bypass the target heat exchanger and directly enter the liquid hydrogen vaporization module, avoiding unnecessary cold energy release and overcooling. In this way, on-demand cooling and energy matching of liquid hydrogen cold energy are achieved, enabling the vehicle to automatically switch to the optimal operating mode under different environments and operating conditions. The previously wasted liquid hydrogen cold energy is used for vehicle thermal management, realizing the transformation from waste energy disposal to resource utilization, significantly improving the overall energy efficiency of the vehicle, and effectively extending the vehicle's driving range with the same hydrogen consumption.

[0015] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a block diagram of a liquid hydrogen system in related technologies.

[0017] Figure 2 This is a block diagram illustrating a vehicle control system according to an exemplary embodiment.

[0018] Figure 3 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment.

[0019] Figure 4 This is a block diagram illustrating another vehicle control system according to an exemplary embodiment.

[0020] Figure 5 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0021] Figure 6 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0022] Figure 7 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0023] Figure 8 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0024] Figure 9 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0025] Figure 10 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0026] Figure 11 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0027] Figure 12 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0028] Figure 13 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0029] Figure 14 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0030] Figure 15 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0031] Figure 16 This is a block diagram illustrating an electronic device according to an exemplary embodiment.

[0032] Explanation of reference numerals in the attached figures Vehicle control system - 100; Control module - 101; Liquid hydrogen storage module - 102; Target regulating valve - 103; Target heat exchanger - 104; Target cooling module - 105; Target bypass valve - 106; Liquid hydrogen vaporization module - 107; Pressure recovery module - 108; First regulating valve - V1; Second regulating valve - V2; Third regulating valve - V3; First heat exchanger - HX-1; Second heat exchanger - HX-2; First heat exchanger - HX-3; First bypass valve - BV1; Second bypass valve - BV2; Third bypass valve - BV3; Fourth bypass valve - BV4; Low-pressure water pump M3; High-pressure water pump - M1; Pressure regulating valve - PRV. Detailed Implementation

[0033] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0034] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily construed as referring to a specific order or sequence. Furthermore, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same elements.

[0035] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0036] In the description of this disclosure, unless otherwise stated, "multiple" means two or more, and other quantifiers are similar; "at least one," "one or more," or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one 'a' can represent any number of 'a's; as another example, one or more of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple; "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " indicates that the preceding and following related objects are in an "or" relationship.

[0037] Although operations or steps are described in a specific order in the accompanying drawings in the embodiments of this disclosure, it should not be construed as requiring these operations or steps to be performed in the specific order or serial order shown, or requiring all of the shown operations or steps to be performed to obtain the desired result. In the embodiments of this disclosure, these operations or steps may be performed serially; they may be performed in parallel; or a portion of these operations or steps may be performed.

[0038] Before introducing the vehicle control system, method, and vehicle provided in this disclosure, the application scenarios involved in the various embodiments of this disclosure are first described. This disclosure can be applied to the scenario of liquid hydrogen vaporization in fuel cell vehicles. Liquid hydrogen serves as the energy source for fuel cell vehicles, and the hydrogen storage system that carries the liquid hydrogen has a relatively complex structure. Currently, liquid hydrogen systems mainly consist of three parts: a liquid hydrogen storage device, a liquid hydrogen vaporization device, and a liquid hydrogen supply device. The basic principle of the system is as follows: Figure 1 As shown. Liquid hydrogen is stored at -253℃. When using hydrogen gas, the liquid hydrogen storage device mainly consists of hydrogen storage cylinders, used to store the rated capacity of liquid hydrogen for use by the fuel cell engine. The liquid hydrogen vaporization device generally consists of an air bath vaporizer and a water bath vaporizer, which further heats the low-temperature hydrogen to the hydrogen temperature required by the fuel cell engine. The liquid hydrogen supply device generally consists of a buffer tank, a pressure regulating valve, and a hydrogen supply pipeline; the liquid hydrogen is vaporized and heated through devices such as the air bath vaporizer and water bath vaporizer, and then enters the fuel cell system for use by the fuel cell engine after being stored and stabilized in the buffer tank. In this process, the vaporization of liquid hydrogen into gaseous hydrogen releases a large amount of cold energy (approximately 1.2-1.4 MJ / kg).

[0039] Based on this, the inventors discovered the following technical problems in the practical application of liquid hydrogen fuel cell vehicles: First, the cooling energy from liquid hydrogen vaporization is severely wasted. Currently, most mainstream technologies use simple ambient air or coolant heaters to heat and vaporize liquid hydrogen. The high-quality cooling energy (approximately -253°C) released during the vaporization process is directly discarded into the environment, resulting in a huge energy loss.

[0040] Secondly, the vehicle's thermal management system consumes energy independently, resulting in low overall efficiency. The fuel cell system itself requires an efficient cooling circuit, while the vehicle's cabin air conditioning and the power battery's temperature control system also consume electrical energy to drive the compressor or fan for cooling. These systems operate independently, each consuming electrical energy, and the cumulative energy consumption reduces the vehicle's overall energy utilization efficiency and effective driving range.

[0041] Third, the pressure energy of hydrogen is not recovered. The hydrogen output from the hydrogen storage tank usually needs to be reduced to the operating pressure required by the fuel cell by a pressure regulator valve. This throttling process results in pressure energy loss, which is also wasted.

[0042] This demonstrates that the relevant technologies lack a systematic and integrated consideration of the entire energy chain of the onboard liquid hydrogen system, failing to effectively recover and utilize the two valuable resources of liquid hydrogen—cold energy and pressure energy. Consequently, the potential of liquid hydrogen fuel cell vehicles in terms of energy saving and range has not been fully realized, hindering further improvements in overall vehicle energy efficiency. Therefore, how to integrate the utilization of liquid hydrogen cold energy, achieve multi-system synergy, reduce overall vehicle energy consumption, and enhance market competitiveness is a pressing technical problem that needs to be solved in this field.

[0043] To address the aforementioned technical problems, this invention provides a vehicle control system, method, and vehicle. A first hydrogen pipeline couples a target heat exchanger with a target cooling module, allowing the cold energy of liquid hydrogen to be directly used to replace or partially replace the energy consumption of a traditional thermal management system. The cold energy of the liquid hydrogen can be recovered and reused by the target cooling module, avoiding waste. Furthermore, a second hydrogen pipeline allows the cold energy of the liquid hydrogen to be bypassed, bypassing the target heat exchanger and preventing overcooling or ineffective release. Based on vehicle operating conditions, ambient temperature, and the target thermal management requirements of the target cooling module, a first adjustment opening of the target regulating valve and a second adjustment opening of the target bypass valve are determined, thereby controlling the input of liquid hydrogen into the fuel cell through the first and / or second hydrogen pipelines. In other words, the liquid hydrogen transport path can be flexibly selected according to actual needs. When the vehicle is under high temperature and high load conditions and the target cooling module requires cooling, the liquid hydrogen can flow through the target heat exchanger in whole or in part by adjusting the first and second adjustment openings, using its own cold energy to provide cooling for the target cooling module. When cooling of the target cooling module is not required, the liquid hydrogen can bypass the target heat exchanger and directly enter the liquid hydrogen vaporization module, avoiding unnecessary cold energy release and overcooling. In this way, on-demand cooling and energy matching of liquid hydrogen cold energy are achieved, enabling the vehicle to automatically switch to the optimal operating mode under different environments and operating conditions. The previously wasted liquid hydrogen cold energy is used for vehicle thermal management, realizing the transformation from waste energy disposal to resource utilization, significantly improving the overall energy efficiency of the vehicle, and effectively extending the vehicle's driving range with the same hydrogen consumption.

[0044] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0045] Figure 2 This is a block diagram illustrating a vehicle control system according to an exemplary embodiment, such as... Figure 2As shown, the system 100 includes: a control module 101 and a liquid hydrogen storage module 102, a target regulating valve 103, a target heat exchanger 104, a target cooling module 105, a target bypass valve 106, and a liquid hydrogen vaporization module 107, all connected to the control module 101. The liquid hydrogen storage module 102 is connected to a first hydrogen pipeline and a second hydrogen pipeline. The first hydrogen pipeline includes the target regulating valve 103, the target heat exchanger 104, and the liquid hydrogen vaporization module 107 connected in sequence. The target cooling module 105 is connected to the target heat exchanger 104 and is connected in parallel on both sides of the target heat exchanger 104. The target heat exchanger 104 is used to exchange heat with the target cooling module 105. The target regulating valve 103 is used to regulate the hydrogen flow rate input to the target heat exchanger 104. The second hydrogen pipeline includes the target bypass valve 106 and the liquid hydrogen vaporization module 107 connected in sequence. The target bypass valve 106 is used to regulate the hydrogen flow rate input to the liquid hydrogen vaporization module 107. The first adjustment opening of the target regulating valve is determined based on the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module 105; the second adjustment opening of the target bypass valve is determined based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements.

[0046] The control module 101 is used to acquire the vehicle's operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module 105; and based on the vehicle's operating conditions, the ambient temperature, and the target thermal management requirements, to determine the first adjustment opening of the target regulating valve 103 and the second adjustment opening of the target bypass valve 106; and based on the first adjustment opening and the second adjustment opening, to control the liquid hydrogen output from the liquid hydrogen storage module 102 to be input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react and generate electricity.

[0047] In some embodiments, to facilitate a more intuitive understanding of the system architecture of the vehicle control system 100 provided in this disclosure, such as... Figure 3 The diagram shown illustrates a vehicle control system. Figure 3 (Control module 101 is not shown). The liquid hydrogen storage module 102 may include a liquid hydrogen cylinder. Generally, liquid hydrogen flows out of the cylinder, passes through a series of intermediate pipelines, and finally reaches the anode of the fuel cell to power the fuel cell reaction and generate electricity. To facilitate the detection of the state of the liquid hydrogen flowing out of the cylinder, a pressure sensor (P), a temperature sensor (T), and a flow sensor (F) can be installed at the outlet of the liquid hydrogen cylinder. Furthermore, multiple pressure sensors and temperature sensors (such as...) can be installed at multiple nodes along the pipeline through which the hydrogen flows. Figure 3The parameters T1 / P1, T2 / P2, T3 / P3, T4 / P4, T5 / P5, and T6 / P6 are used to detect the state during hydrogen transport.

[0048] In some embodiments, the target heat exchanger 104 includes a first heat exchanger connected in sequence along the hydrogen flow direction. Figure 3 HX-1 in the middle), the second heat exchanger ( Figure 3 HX-2 and the third heat exchanger (in the middle) Figure 3 The target cooling module 105 (HX-3 in the text) includes a power battery cooling module (i.e., a power battery liquid cooling circuit), an air conditioning cooling module (i.e., a vehicle air conditioning refrigeration cycle), and a fuel cell cooling module (i.e., a fuel cell engine cooling circuit). The power battery cooling module is used to cool the vehicle's power battery and is connected to the first heat exchanger, where hydrogen in the first heat exchanger can cool the power battery. The air conditioning cooling module is used to provide cooling for the vehicle's cabin and is connected to the second heat exchanger, where hydrogen in the second heat exchanger can replace or partially replace the air conditioning compressor for cooling. The fuel cell cooling module is used to cool the fuel cell stack and is connected to the third heat exchanger, where hydrogen in the third heat exchanger can cool the fuel cell stack. Correspondingly, the target regulating valve 103 may include a first regulating valve disposed at the inlet of the first heat exchanger, the inlet of the second heat exchanger, and the inlet of the third heat exchanger. Figure 3 V1 in the middle), the second regulating valve ( Figure 3 V2 in the middle), the third regulating valve ( Figure 3 V3 in the middle). The target bypass valve 106 includes a first bypass valve connected in parallel with the first heat exchanger ( Figure 3 BV1 in the middle), and the second bypass valve connected in parallel with the second heat exchanger ( Figure 3 BV2 in the middle), and the third bypass valve connected in parallel with the third heat exchanger ( Figure 3 (BV3 in the original text). Specifically, the first bypass valve can be connected in parallel across the branch where the first regulating valve and the first heat exchanger are connected in series; the second bypass valve can be connected in parallel across the branch where the second regulating valve and the second heat exchanger are connected in series; and the third bypass valve can be connected in parallel across the branch where the third regulating valve and the third heat exchanger are connected in series. It should be noted that there can be one or more target bypass valves, used to control whether liquid hydrogen bypasses the corresponding heat exchanger.

[0049] In real-world scenarios, when power batteries undergo high-rate discharge or fast charging, they generate significant heat, requiring the coolant to be cooled from room temperature (approximately 30°C) to low temperatures (such as -10°C or even lower). This temperature difference is approximately 40K, necessitating extremely low cold source temperatures (far below 0°C) for efficient heat exchange. Furthermore, power batteries can withstand coolant temperatures below -10°C for short periods, demanding the highest cold source quality and classifying them as high-demand, deep-cold resistant types. In contrast, air conditioner evaporators typically operate at around 0-5°C, requiring only a cold source temperature below the evaporation temperature. A -20°C cold source is sufficient to completely replace the compressor's work without causing excessive frost buildup on the evaporator. In other words, air conditioners have moderate cold source quality requirements, classifying them as medium-demand, moderate-cooling types. Fuel cells, however, are highly sensitive to inlet temperature, typically requiring a coolant inlet temperature between 60°C and 70°C. Directly introducing -253°C liquid hydrogen for cooling would cause a sudden drop in localized temperature, resulting in an excessively low inlet temperature for the fuel cell stack. This would negatively impact fuel cell efficiency and lifespan, potentially even causing thermal stress damage. In other words, fuel cells do not require extremely low-temperature cooling and are classified as low-demand, overcooling-sensitive.

[0050] Therefore, in this embodiment, the deepest cooling required by the power battery and its ability to withstand it are taken into account; the air conditioning system requires moderate cooling energy and can operate with zero power consumption; and the fuel cell requires shallow cooling but is susceptible to overcooling. To fully and rationally utilize the cooling energy during the liquid hydrogen vaporization process, the power battery cooling module, air conditioning cooling module, and fuel cell cooling module can be connected sequentially, allowing liquid cooling to flow through them in turn. This way, high-grade cooling energy can be used for high-demand components, while low-grade cooling energy can be used for low-demand components, maximizing the utilization of cooling energy while ensuring the safe and efficient operation of each subsystem.

[0051] like Figure 3 As shown, to achieve the cascaded comprehensive utilization of liquid hydrogen cold energy, each heat exchanger and its corresponding cooling module can be connected and operate as follows: The first end (hydrogen inlet) of the first heat exchanger (HX-1) is connected to the liquid hydrogen storage module (liquid hydrogen cylinder) through the first regulating valve (V1), and its second end (hydrogen outlet) is connected to the inlet of the second heat exchanger (HX-2); the heat exchange side (coolant side) of the first heat exchanger (HX-1) is connected to the liquid cooling circuit of the power battery cooling module. The power battery cooling module may include, for example, a battery water tank, a circulating water pump (M3), a battery system, and temperature sensors (Tb1 / Tb2). During the heat exchange process, the cryogenic liquid hydrogen (approximately -253°C) flowing from the liquid hydrogen cylinder passes through the first heat exchanger and undergoes indirect heat exchange with the power battery coolant, cooling the coolant to a preset low temperature, which is then pumped into the battery system for efficient cooling. By precisely cooling the power battery, it is particularly suitable for operating conditions with intense heat generation, such as high-rate charging or high-intensity discharging, and can quickly remove battery heat to ensure the safety and lifespan of the power battery.

[0052] The first end (hydrogen inlet) of the second heat exchanger (HX-2) is connected to the outlet of the first heat exchanger (HX-1), and its second end (hydrogen outlet) is connected to the inlet of the third heat exchanger (HX-3). The heat exchange side (refrigerant side) of the second heat exchanger (HX-2) is connected to the refrigeration cycle of the air conditioning cooling module. The air conditioning cooling module may include, for example, a compressor, a condenser, an electronic expansion valve, an evaporator, and high and low pressure temperature and pressure sensors (PT). Specifically, the second heat exchanger (HX-2) is connected in series with the evaporator, and the hydrogen flow rate through the second heat exchanger (HX-2) is regulated by a second regulating valve (V2). The refrigerant flow direction in the air conditioning cooling module is as follows: Figure 3 As indicated by the middle arrow, in the second heat exchanger (HX-2), hydrogen exchanges heat with the air conditioning refrigerant, replacing or partially replacing the heat absorption function of the evaporator, thus cooling and liquefying the refrigerant and significantly reducing the load and power consumption of the air conditioning compressor. When the cooling capacity is sufficient, the compressor can essentially stop, and the air conditioning cooling load can be entirely handled by the liquid hydrogen cooling energy.

[0053] The first end (hydrogen inlet) of the third heat exchanger (HX-3) is connected to the outlet of the second heat exchanger (HX-2), and its second end (hydrogen outlet) is connected to the liquid hydrogen vaporization module via the main hydrogen pipeline. The heat exchange side (coolant side) of the third heat exchanger (HX-3) is connected to the liquid cooling circuit of the fuel cell cooling module. The fuel cell cooling module may include, for example, a stack system, a high-pressure water pump (M1), a radiator and auxiliary water tank, a deionizer, a thermostat, and fuel cell cooling inlet / outlet temperature sensors (Tf1 / Tf2). Specifically, the third heat exchanger (HX-3) is connected in series before the fuel cell radiator, and the hydrogen flow rate through the third heat exchanger (HX-3) is regulated by a third regulating valve (V3). In the third heat exchanger (HX-3), hydrogen exchanges heat with the fuel cell coolant, pre-cooling the coolant. The pre-cooled coolant then enters the stack, significantly reducing the radiator's heat dissipation requirements, thereby reducing the cooling fan speed and power consumption, and improving the overall efficiency of the fuel cell system.

[0054] During the process of liquid hydrogen heating from -253°C to ambient temperature, the released cold energy is not homogeneous; rather, its cooling effect decreases as the temperature rises. This disclosure is based on this physical characteristic, employing a tiered arrangement of the aforementioned three-stage heat exchangers. The first heat exchanger (first-stage deep cooling), the second heat exchanger (second-stage intermediate cooling), and the third heat exchanger (third-stage shallow cooling) are connected in series along the hydrogen flow direction. The first heat exchanger is connected to the power battery cooling module. At this point, the liquid hydrogen has just been output from the liquid hydrogen storage module 102, and this portion of cold energy is at an extremely low temperature, making it ideal for scenarios requiring power batteries that demand large temperature differences for operation. During high-rate fast charging or high-intensity discharging of the power battery, it can rapidly suppress cell temperature rise, prevent thermal runaway, and achieve efficient heat exchange, removing the maximum amount of heat from the battery with minimal cold energy. The second heat exchanger is connected to the air conditioning cooling module. At this point, the effective cold energy is still below 0°C, which can be used to replace most of the heat absorption task of the air conditioning evaporator, providing subcooling for the refrigerant and thus significantly reducing the compressor's workload. This not only saves energy but also reduces compressor start-up and shutdown wear and high-pressure component fatigue, extending the service life of the air conditioning system. The third heat exchanger is connected to the fuel cell cooling module. At this point, the hydrogen temperature is close to room temperature, but it can still pre-cool the fuel cell coolant by about 10°C, reducing the burden on the main radiator. By pre-cooling the fuel cell coolant, the inlet temperature of the fuel cell stack becomes more stable, avoiding localized overheating. Furthermore, the load on the main radiator and fan is reduced, allowing the fan to operate intermittently or at low speed, reducing noise and power consumption. Thus, as liquid hydrogen flows through the first, second, and third heat exchangers in sequence, its temperature gradually rises from -253°C to near ambient temperature. The released cold energy is used sequentially, from low to high temperature, for ultra-low temperature cooling of the power battery, refrigeration of the air conditioning system, and pre-cooling of the fuel cell coolant, achieving comprehensive cold energy recovery through temperature matching and tiered utilization. Meanwhile, each heat exchanger is connected in parallel with a corresponding bypass valve. The control module can selectively activate or bypass a certain heat exchanger according to real-time operating conditions and thermal management requirements, so as to achieve on-demand distribution of cooling energy.

[0055] like Figure 3As shown, the liquid hydrogen vaporization module 107 may include, for example, an air bath vaporizer and a water bath vaporizer. The air bath vaporizer is located at the output end of the liquid hydrogen storage module 102 or the output end of the target heat exchanger 104, and is used to exchange heat between ambient air and liquid hydrogen, allowing the liquid hydrogen to initially absorb heat and transform into low-temperature gaseous hydrogen. The water bath vaporizer is located downstream of the air bath vaporizer, and is used to further heat the initially vaporized low-temperature hydrogen using engine coolant or an electrically heated water bath, raising its temperature to the required temperature range for the fuel cell inlet (e.g., ambient temperature or the stack's permissible inlet temperature). The liquid hydrogen vaporization module 107 ensures that the hydrogen entering the fuel cell is completely gaseous and at a suitable temperature, preventing liquid hydrogen from entering the fuel cell stack and causing damage, in cases where the liquid hydrogen has not passed through the target heat exchanger 104 or has not been completely vaporized after passing through the target heat exchanger 104. When the liquid hydrogen has fully absorbed heat and vaporized during its flow through the target heat exchanger 104, the liquid hydrogen vaporization module 107 can serve as a bypass or backup heat source, only playing a role in temperature fine-tuning or safety assurance.

[0056] The control module 101 is used to acquire vehicle operating conditions (e.g., driving, charging, etc., which can be determined by the VCU based on key position, accelerator pedal position, etc.), the ambient temperature of the vehicle (acquired through an ambient temperature sensor), and the target thermal management requirements of the target cooling module 105. Based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements, it determines the first adjustment opening degree (e.g., the opening degree of V1, V2, V3) of the target regulating valve 103 and the second adjustment opening degree (e.g., the opening degree of BV1, BV2, BV3) of the target bypass valve 106. Then, based on the first and second adjustment opening degrees, it controls the liquid hydrogen output from the liquid hydrogen storage module to be input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react and generate electricity.

[0057] The control module 101 may include a vehicle control unit (VCU), a battery management system (BMS), a fuel cell control unit (FCU), a thermal management system (TMS), and a hydrogen system control system (HMS). In this embodiment, based on the instructions from the VCU, the BMS, FCU, TMS, and HMS can dynamically adjust the hydrogen flow rate through each stage of heat exchangers and the operating mode of each thermal management loop to adapt to the cooling demand under different ambient temperatures and vehicle operating conditions, achieving optimal matching between cooling energy supply and demand.

[0058] In some embodiments, such as Figure 4 As shown, the system 100 also includes a pressure recovery module 108, which is connected between the liquid hydrogen vaporization module 107 and the fuel cell; the pressure recovery module 108 includes an expander generator set. The liquid hydrogen vaporization module 107 is used to convert the liquid hydrogen output from the liquid hydrogen storage module 102 and / or the target heat exchanger 104 into gaseous hydrogen. The pressure recovery module 108 receives gaseous hydrogen from the liquid hydrogen vaporization module 107, expands the gaseous hydrogen using an expander generator set to generate electricity, and then inputs the expanded gaseous hydrogen into the fuel cell. Specifically, the expanded gaseous hydrogen can be input into the fuel cell stack system.

[0059] For example, such as Figure 3 As shown, the pressure recovery module 108 may include a buffer tank for storing vaporized hydrogen. An expander and generator are coaxially connected (EXP-GEN: expander-generator set), installed on the main hydrogen pipeline, after the third heat exchanger and before the fuel cell anode. An electronic valve and a pressure regulating valve (PRV) are installed after the expander-generator set to ensure stable fuel cell inlet pressure. The expander-generator set (EXP-GEN) recovers the pressure energy of the high-pressure hydrogen output from the front end, converting it into electrical energy (the expander expands the high-pressure hydrogen to drive the generator and produce electricity), which is then converted into low-voltage electrical equipment or battery power via a DC-DC converter. The target bypass valve may also include a fourth bypass valve (BV4), allowing hydrogen to be directly supplied to the fuel cell through the fourth bypass valve (BV4) when power generation is not required. When the pressure is stable and higher than a set value, the power generation load can be increased to recover more electrical energy.

[0060] The following explains how to determine the first regulating opening of the target regulating valve 103 and the second regulating opening of the target bypass valve 106.

[0061] In one possible implementation, the target thermal management requirement is used to characterize the thermal load of the target cooling module 105. The control module 101 is used to determine the total amount of cold energy released during the vaporization process of liquid hydrogen in the vehicle according to the vehicle operating conditions, provided that the ambient temperature meets the preset temperature conditions; and to determine the first adjustment opening degree of the target regulating valve 103 and the second adjustment opening degree of the target bypass valve 106 according to the total amount of cold energy released and the thermal load of the target cooling module 105.

[0062] The vehicle operating conditions include liquid hydrogen outlet temperature and liquid hydrogen outlet flow rate. The control module 101 is used to determine the latent heat of vaporization energy of the liquid hydrogen in the vehicle during the vaporization process based on the liquid hydrogen outlet flow rate; determine the sensible heat of vaporization energy of the liquid hydrogen in the vehicle during the vaporization process based on the liquid hydrogen outlet temperature; and determine the total amount of cold energy released based on the latent heat of vaporization energy and the sensible heat of vaporization energy.

[0063] Liquid hydrogen releases a significant amount of cold energy during its vaporization and heating process, primarily consisting of two parts: the latent heat required for vaporization at a constant temperature and the sensible heat generated when hydrogen rises from -253°C to 15°C. Latent heat refers to the heat absorbed or released by a substance due to a change in state (such as melting, solidification, vaporization, or condensation) while maintaining a constant temperature. Sensible heat refers to the heat absorbed or released by a substance due to a change in temperature without undergoing a change in state (i.e., remaining in a solid, liquid, or gaseous state). In other words, the total cold energy released during the vaporization of liquid hydrogen, Q_total = Q_latent + Q_sensible, where Q_latent is the latent heat of vaporization and Q_sensible is the sensible heat of vaporization. And Q_latent = _H2×L_H2,Q_sensible= _H2×c_p_H2×ΔT. Where, _H2 is the liquid hydrogen outlet flow rate, L_H2 is the latent heat coefficient, c_p_H2 is the specific heat capacity of hydrogen (at constant pressure), and ΔT is the temperature difference of liquid hydrogen vaporization (determined based on the difference between the liquid hydrogen outlet temperature and the target hydrogen temperature input to the fuel cell). Therefore, the total cold energy released, Q_total, can be obtained. _H2×(L_H2+c_p_H2×ΔT).

[0064] In some embodiments, the control module 101 is configured to determine the target cooling capacity to be allocated to the target cooling module 105 based on the total amount of cold energy released and the heat load of the target cooling module 105; and to determine the first adjustment opening degree of the target regulating valve 103 and the second adjustment opening degree of the target bypass valve 106 based on the target cooling capacity.

[0065] Specifically, when the target cooling module 105 includes a power battery cooling module, the first heat load corresponding to the power battery cooling module can be determined based on the battery discharge power and the power battery efficiency; when the target cooling module 105 includes an air conditioning cooling module, the second heat load corresponding to the air conditioning cooling module can be determined based on the actual temperature and the set temperature of the cockpit; and when the target cooling module 105 includes a fuel cell cooling module, the third heat load corresponding to the fuel cell cooling module can be determined based on the fuel cell operating power and the fuel cell efficiency.

[0066] Specifically, the first heat load can be determined by the following expression: Q_batt_gen = P_batt_discharge × (1 - η_batt). Where Q_batt_gen is the first heat load, P_batt_discharge is the battery discharge power, and η_batt is the power battery efficiency. The third heat load can be determined by the following expression: Q_fc_gen = P_FC_actual × (1 - η_FC) / η_FC. Where Q_fc_gen is the third heat load, P_FC_actual is the fuel cell operating power, and η_FC is the fuel cell efficiency.

[0067] In this way, the control module 101 can determine the target cooling capacity based on the total amount of cold energy released and the real-time heat load, and then precisely adjust the opening of each target regulating valve and bypass valve so that the flow path and flow rate of liquid hydrogen match the actual thermal management requirements, thereby achieving efficient utilization of cold energy.

[0068] The first possible implementation of this disclosure is illustrated below.

[0069] For example, taking a liquid hydrogen fuel cell heavy-duty truck fully loaded climbing a long hill under high summer temperatures as an example, at a fuel cell stack power of 180kW, Given H2 = 0.0107 kg / s, LH2 = 446 kJ / kg, cpH2 = 14.3 kJ / (kg·K), if hydrogen gas is heated from -253℃ to 15℃, then ΔT = 268 K. Under these conditions, Qlatent = _H2×L_H2=0.0107×446=4.77kW,Q_sensible= =H2×c_p_H2 ×ΔT=0.0107×14.3×268=41kW. Therefore, Q_total=Q_latent+Q_sensible=4.77+41.00 =45.77kW.

[0070] In other words, at a fuel cell power of 180kW, the liquid hydrogen vaporization process can provide approximately 45.8kW of cooling energy. If left unused, this cooling energy would be entirely wasted on the environment. The following sections can be used to delineate several key points in the liquid hydrogen temperature change and determine the corresponding cooling energy distribution within each temperature range:

[0071] It can be seen that about 87% of the cold energy is concentrated in the deep low temperature range of -253°C to -20°C, which is most suitable for ultra-low temperature cooling of batteries that require large temperature difference heat exchange.

[0072] In traditional liquid hydrogen systems, cold energy is directly wasted, and each thermal management system operates independently, consuming a large amount of electrical energy. For the power battery cooling module, when the power battery discharges at 50kW, the battery discharge power is 50kW. Assuming a power battery efficiency of 90%, its first heat load is: Q_batt_gen = P_batt_discharge × (1 - η_batt) = 50 × 0.10 = 5kW. In traditional cooling methods, a compressor-driven refrigeration cycle is mainly used, with a COP (Coefficient of Performance) typically between 2.0 and 2.5 (under high-temperature conditions). Therefore, the energy consumption generated is P_comp_batt_traditional = Q_batt_gen / COP_batt = 5 / 2.2 = 2.27kW.

[0073] For the air conditioning cooling module, the second heat load in the cockpit at 40°C is approximately: Q_cabin_load = 3.5kW (conservative estimate). In a traditional air conditioning system, the COP of the electric compressor at high temperatures is approximately 2.0, therefore its energy consumption P_comp_ac_traditional = Q_cabin_load / COP_ac = 3.5 / 2.0 = 1.75kW.

[0074] For the fuel cell cooling module, the fuel cell operating efficiency (90% load) is 180kW, the fuel cell efficiency is 55%, and the remaining 45% of the energy is converted into heat. Therefore, its third heat load is: Q_fc_gen = P_FC_actual × (1 - η_FC) / η_FC = 180 × 0.45 / 0.55 = 147.3kW. In the traditional solution, this heat is completely dissipated by the main radiator and electric fan. The power consumption of the electric fan is proportional to the heat dissipation, so its energy consumption is P_fan_traditional = Q_fc_gen / 30 = 147.3 / 30 = 4.91kW (empirical coefficient: approximately 1kW of fan power is required to dissipate 30kW of heat).

[0075] In other words, following the traditional approach would result in an energy consumption of P_parasitic_traditional = 2.27 + 1.75 + 4.91 = 8.93 kW. This demonstrates that these systems operate independently, each consuming electrical energy; the cumulative energy consumption reduces the overall energy efficiency and effective driving range of the vehicle.

[0076] In one embodiment provided in this disclosure, the liquid hydrogen cooling energy (45.8kW) can be distributed in stages to three subsystems (i.e., the power battery cooling module, the air conditioning cooling module, and the fuel cell cooling module).

[0077] First, a primary cryogenic cooling process is implemented for the power battery: the battery coolant is set to drop from 30°C (battery outlet) to -10°C (first heat exchanger outlet), with a temperature difference ΔT_coolant = 40K. A 50% ethylene glycol aqueous solution is used, with a specific heat capacity c_p_coolant ≈ 3.2 kJ / (kg·K). The battery's first thermal load Q_batt_gen = 5kW (calculated based on a 50kW discharge and 90% efficiency), therefore the required coolant flow rate is... =Q_batt_gen / (c_p_coolant×ΔT_coolant)=5 / (3.2×40)=0.039kg / s. To allow for a margin, the target cooling capacity allocated to the first heat exchanger is Q_cold_1st=Q_batt_gen×1.2 (safety factor)=5×1.2=6kW. This value accounts for only about 13% (6kW / 45.8kW) of the total cooling energy of 45.8kW, which is sufficient to fully meet the battery cooling requirements under 50kW discharge. In this way, a very small portion of deep cryogenic cooling energy (-253℃→-20℃ range) is used to achieve powerful cooling of the power battery with a large temperature difference, avoiding battery thermal runaway, while reducing the power consumption of the battery cooling compressor from 2.27kW in the traditional solution to zero.

[0078] Secondly, a secondary intercooling stage is used for air conditioning: after the primary deep cooling stage, the hydrogen temperature rises from -253℃ to approximately -20℃ (the actual temperature rise depends on the heat exchanger efficiency), with about 4.1kW of the remaining cooling energy used for the air conditioning system. The second heat load of the cockpit, Q_cabin_load, is 3.5kW (at a 40℃ environment). The required air conditioning compressor power is P_comp_ac_invention = Q_cabin_load - Q_cold_2nd = 3.5 - 4.1 = -0.6kW. A negative value indicates excess cooling energy, so the air conditioning compressor can be completely shut down (P_comp = 0kW). The secondary intercooling stage replaces the entire cooling power consumption (1.75kW) of the traditional air conditioning compressor, achieving zero-power cooling for the cockpit.

[0079] Finally, a third-stage shallow cooling process is used for pre-cooling the fuel cell coolant: after the second-stage utilization, the hydrogen temperature rises to approximately 5°C and enters the third-stage heat exchanger. The goal is to cool the fuel cell coolant from approximately 70°C to 60°C, with a temperature difference ΔT_coolant_fc = 10K. The third heat load of the fuel cell, Q_fc_gen = 147.3kW (180kW stack, 55% efficiency), requires a coolant flow rate of... _coolant_fc = Q_fc_gen / (c_p_coolant × ΔT_coolant_fc) = 147.3 / (3.2 × 10) = 4.6 kg / s. The heat exchange capacity of the three-stage heat exchanger is calculated based on hydrogen endothermic reaction (5℃ → 15℃ range): Q_cold_3rd = =H2×c_p_H2×(T_H2_in_3rd-T_H2_out_3rd) =0.0107×14.3×(5-15)≈1.5kW (absolute value). This value accounts for only 3% of the total cooling energy, which is enough to pre-cool the fuel cell coolant by about 10°C. After pre-cooling, the heat to be dissipated by the main radiator of the fuel cell is reduced from 147.3kW to Q_radiator_new=Q_fc_gen-Q_cold_3rd=147.3-1.5=45.8kW. The fan power consumption is proportional to the heat dissipation. The traditional empirical coefficient is that about 1kW of fan power consumption is required for every 30kW of heat dissipation. Therefore, the fan power consumption of this disclosure is P_fan_invention=Q_radiator_new / 30=145.8 / 30 =4.86kW. Compared with the traditional solution's fan power consumption of 4.91kW, it saves only 0.05kW. Although a small amount of shallow cooling energy (between 5℃ and 15℃) is used to pre-cool the high-temperature coolant during 180kW high-power operation, the direct impact of this 1.5kW pre-cooling on fan power consumption is limited. However, its key value lies in preventing the coolant temperature from exceeding the limit threshold, avoiding triggering power limiting, and thus ensuring the continuous and stable output of the fuel cell stack under high load. In summary, through three-stage cascaded distribution, zero-energy-consumption cooling of the battery, zero-energy-consumption cooling of the air conditioner, and power-limiting pre-cooling of the fuel cell are achieved respectively. The remaining cooling energy can still be used for subsequent pressure energy recovery, fully demonstrating the energy efficiency advantages of temperature matching and cascaded utilization.

[0080] After cold energy utilization, the hydrogen temperature rises to approximately 15°C, while the pressure remains at approximately 0.9 MPa. This high-pressure hydrogen then enters the expander generator, expanding to the pressure required for the fuel cell, 0.2 MPa. Its isentropic expansion power P_exp_actual= =_H2×R_H2×T_in×(1-(P_out / P_in)^((γ-1) / γ)) ×η_exp×γ / (γ-1). Where R_H2=4.124kJ / (kg·K), γ=1.41, T_in=288K, P_in=0.9MPa, P_out=0.2MPa. By simplifying the calculation (using empirical values ​​for specific enthalpy drop: the isentropic enthalpy drop is approximately 120kJ / kg when hydrogen expands from 0.9MPa to 0.2MPa), the approximate formula for isentropic expansion can be obtained: P_gen= _H2×Δh_isentropic×η_exp. Where, hydrogen mass flow rate. Given H2 = 0.0107 kg / s, the isentropic enthalpy drop is taken as an empirical value Δh_isentropic = 120 kJ / kg, and the isentropic efficiency of the expander η_exp = 70%, the calculated power generation is P_gen = 0.0107 × 120 × 0.70 = 0.90 kW.

[0081] The total parasitic power consumption disclosed includes 0.5kW for the battery cooling pump, 0kW for the air conditioning compressor (since cooling energy has been completely replaced), 4.86kW for the fan, and 0.2kW for other auxiliary power consumption, totaling P_parasitic_invention = P_pump_batt + P_comp_ac + P_fan + P_other = 0.5 + 0 + 4.86 + 0.2 = 5.56kW. After removing the 0.90kW of pressure energy recovery for power generation, the net parasitic power consumption is P_net_invention = P_parasitic_invention - P_gen = 5.56 - 0.90 = 4.66kW. In contrast, under the traditional scheme, the battery cooling compressor consumes 2.27kW, the air conditioning compressor consumes 1.75kW, and the fan consumes 4.91kW, with no power recovery. The net parasitic power consumption is P_net_traditional = (2.27 + 1.75 + 4.91) - 0 = 8.93 - 0 = 8.93kW. Comparing the two, the net power saving of this disclosure is ΔP_parasitic = P_net_traditional - P_net_invention = 8.93 - 4.66 = 4.27 kW. Assuming a fuel cell efficiency of 55%, the hydrogen power required to generate 4.27 kW of electricity is P_H2_saved = ΔP_parasitic / η_FC = 4.27 / 0.55 = 7.76 kW. The calorific value of hydrogen is 120 MJ / kg ≈ 33.33 kWh / kg, therefore the equivalent hydrogen consumption saving is... = P_H2_saved / 33.33 = 7.76 / 33.33 = 0.233 g / s ≈ 0.838 kg / h. If the vehicle cruises at 80 km / h, the traditional solution consumes approximately 10 kg of hydrogen per 100 km, corresponding to an hourly hydrogen consumption of 8.0 kg / h. Therefore, the present invention reduces the hourly hydrogen consumption to 8.0 - 0.838 = 7.162 kg / h, resulting in a range increase of ΔRange = (8.0 / 7.162 - 1) × 100% = 11.7% under the same hydrogen consumption. It is evident that the above calculation chain fully demonstrates that the present invention, through the cascade utilization of cold energy and pressure energy recovery, can significantly reduce the net parasitic power consumption of the vehicle's auxiliary systems and directly translate the energy-saving effect into an effective increase in driving range.

[0082] In another possible implementation, the control module 101 is used to determine the target control mode corresponding to the vehicle based on the vehicle operating conditions, the ambient temperature and the target thermal management requirements of the target cooling module 105, and to determine the first adjustment opening of the target regulating valve 103 and the second adjustment opening of the target bypass valve 106 based on the target control mode.

[0083] The second possible implementation of this disclosure will be described in detail below.

[0084] Figure 5 This is a schematic diagram of a control flow according to an exemplary embodiment, such as... Figure 5 As shown, in some embodiments, the execution flow of this disclosure may include the following five steps: Step 1: Powering on and initializing the vehicle First, the system is activated, meaning the vehicle is powered on with high voltage, and the control modules (including the vehicle controller (VCU), fuel cell controller (FCU), battery controller (BMS), thermal management controller (TMS), and hydrogen system controller (HMS)) are powered on and activated. Then, the control modules read the values ​​from all temperature, pressure, and flow sensors, checking for open circuits, short circuits, or values ​​exceeding reasonable ranges (e.g., temperatures above 100°C or below -270°C). Next, the control modules sequentially drive each target regulating valve, each target bypass valve, and the circulating water pump in each cooling circuit, performing a full-close to full-open stroke test to verify normal response. The control modules check historical fault codes. If no serious faults are found (e.g., critical sensor failure, valve jamming), the system enters standby mode; otherwise, it enters safety mode, controlling the liquid hydrogen storage module to maintain only the most basic hydrogen supply, i.e., all target bypass valves are fully open (100% opening), all target regulating valves are closed (0% opening), and the instrument panel malfunction indicator light is illuminated.

[0085] Step 2: Continuous Status Monitoring and Needs Assessment After the vehicle is powered on and the system is activated, the steps of the vehicle control method of this disclosure can be executed periodically (e.g., every 100ms) through the control module 101. Specifically, the control module 101 can periodically collect the vehicle's operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module 105.

[0086] For example, the target thermal management requirement may include the first thermal management requirement corresponding to the power battery cooling module (which may include cooling requirement Batt_Cool_Req and heating requirement Batt_Heat_Req, wherein the cooling requirement can be represented by cooling requirement level 0-3 (0-no requirement, 1-mild, 2-moderate, 3-severe), and the heating requirement can be represented by ON / OFF, where OFF means no requirement and ON means requirement), the second thermal management requirement corresponding to the air conditioning cooling module (which may include cooling requirement AC_Cool_Req and heating requirement AC_Heat_Req, wherein the cooling requirement and heating requirement can be represented by ON / OFF, where OFF means no requirement and ON means requirement), and the third thermal management requirement corresponding to the fuel cell cooling module (which may include cooling requirement FC_Cool_Req and heating requirement FC_Heat_Req, wherein the cooling requirement can be represented by cooling requirement level 0-2 (0-no requirement, 1-mild, 2-high), and the heating requirement can be represented by ON / OFF, where OFF means no requirement and ON means requirement).

[0087] The first thermal management requirement can be determined based on the battery's highest temperature (i.e., the highest temperature of the power battery in the current cycle) and the rate of temperature rise (i.e., the rate of change of battery temperature in the current cycle) through a pre-set first correspondence. This first correspondence can include the correspondence between battery temperature, rate of temperature rise, and thermal management requirement. The second thermal management requirement can be determined based on the difference between the set temperature and the actual temperature in the cockpit through a pre-set second correspondence. This second correspondence can include the correspondence between the set temperature, the actual temperature, and thermal management requirement. The third thermal management requirement can be determined based on the difference between the fuel cell stack power and the temperature difference between the coolant inlet and outlet through a third pre-set correspondence. This third pre-set correspondence can include the correspondence between fuel cell stack power, temperature difference, and thermal management requirement.

[0088] Step 3: Control Mode Decision and Switching Based on the data collected in the second step, the control module can determine the target control mode corresponding to the current vehicle according to the preset control logic.

[0089] In some embodiments, the target control mode includes one of a first control mode, a second control mode, a third control mode, and a fourth control mode.

[0090] The control module 101 is used to determine the target control mode, including the first control mode, when it is determined that the vehicle operating condition includes driving conditions, the ambient temperature is greater than a first preset temperature, and the target thermal management requirement meets at least one of the following:

[0091] For example, when the vehicle is driving at midday in summer, the ambient temperature sensor detects an ambient temperature of 40℃ (the first preset temperature is 35℃), indicating that the ambient temperature is higher than the first preset temperature. Simultaneously, the battery controller (BMS) reports Batt_Cool_Req=3 (indicating a strong cooling demand for the power battery, with the battery temperature approaching 45℃), the air conditioning controller reports AC_Cool_Req=ON (indicating a cooling demand for the vehicle cabin), and the fuel cell controller (FCU) reports FC_Cool_Req=2 (indicating a cooling demand for the fuel cell, with the stack generating heat at high power). The control module 101 determines that the vehicle is in driving condition, the ambient temperature is higher than the first preset temperature, and the target thermal management demand meets the first preset condition (i.e., at least one of battery cooling, cabin cooling, or fuel cell cooling exists), therefore determining the target control mode as the first control mode.

[0092] The control module 101 is configured to determine that the target control mode includes a second control mode when, based on at least one of the following conditions: the vehicle operating condition includes driving conditions; the ambient temperature is greater than a second preset temperature and less than or equal to a first preset temperature; and the target thermal management requirement meets the first preset condition. The second preset temperature is less than the first preset temperature.

[0093] For example, when a vehicle is cruising at a constant speed of 80 km / h on a highway, the ambient temperature is 25°C. At this temperature, 15°C < 25°C ≤ 35°C (i.e., greater than the second preset temperature of 15°C, less than or equal to the first preset temperature of 35°C). Simultaneously, the power battery has a moderate cooling requirement (Batt_Cool_Req=2), the cabin has a cooling requirement (AC_Cool_Req=ON), and the fuel cell has a slight cooling requirement (FC_Cool_Req=1). The control module 101 determines that the vehicle is in a driving condition, the ambient temperature is between the first and second preset temperatures, and the target thermal management requirement meets at least one of the first preset conditions. Therefore, it determines the target control mode as the second control mode.

[0094] In some embodiments, the target thermal management requirements of the second control mode can be further distinguished from the target thermal management requirements of the first control mode. Specifically, the cooling requirement level in the first control mode is greater than the cooling requirement level in the second control mode.

[0095] The control module 101 is used to determine the target control mode, including a third control mode, when the vehicle operating conditions include driving conditions, the ambient temperature is less than or equal to the second preset temperature, and the target thermal management requirement meets the second preset conditions. The second preset conditions include the first thermal management requirement indicating a heating requirement for the power battery, the second thermal management requirement indicating a heating requirement for the vehicle cabin, and the third thermal management requirement indicating a heating requirement for the fuel cell.

[0096] For example, when the vehicle is driving on a winter morning with an ambient temperature of -5°C (the second preset temperature), if the battery temperature is below 0°C, the battery controller reports a heating requirement (Batt_Heat_Req=ON, indicating a heating requirement for the battery); if the cabin temperature is set to 22°C but the actual temperature is 10°C, the air conditioning controller reports a heating requirement (AC_Heat_Req=ON, indicating a heating requirement for the vehicle cabin); if the fuel cell coolant temperature is too low and requires rapid warm-up, the FCU reports a heating requirement (FC_Heat_Req=ON, indicating a heating requirement for the fuel cell). The control module 101 determines that the vehicle is in driving condition, the ambient temperature is less than or equal to the second preset temperature, and the target thermal management requirement meets the second preset condition (i.e., the battery, cabin, and fuel cell all have heating requirements), therefore, it determines the target control mode as the third control mode.

[0097] The control module 101 is used to determine the target control mode, including the fourth control mode, when it is determined that the vehicle operating condition includes the charging condition and the first thermal management requirement indicates that the power battery has a cooling requirement.

[0098] For example, when a vehicle is connected to a high-power DC charging station for fast charging, the vehicle is in charging mode. The battery controller (BMS) detects a rapid rise in battery temperature and reports Batt_Cool_Req=3 (indicating a strong cooling requirement for the power battery). At this time, the fuel cell is not operating, and there is no need for cabin cooling. The control module 101 determines that the vehicle is in charging mode, and since the first thermal management requirement indicates a cooling requirement for the power battery, it determines the target control mode as the fourth control mode.

[0099] Step 4: Execution of mode-specific control commands After determining the specific control mode through the third step, the control module 101 sends corresponding control commands to each actuator to adjust the effective hydrogen flow rate through each heat exchanger, so as to make full use of the liquid hydrogen cooling energy in combination with the current operating conditions.

[0100] The control methods corresponding to the four control modes mentioned above will be explained in detail below.

[0101] (1) First control mode (also known as full cooling mode) In the first control mode, the main control objective is to prevent thermal runaway and ensure thermal safety. The thermal safety of the battery and fuel cell is guaranteed with the highest priority to prevent the system from being limited in power or damaged due to overheating, while meeting the air conditioning requirements as much as possible.

[0102] The control module 101 is used to, when determining that the target control mode includes the first control mode, use the first opening value as the first adjustment opening corresponding to the fourth heat exchanger and the second opening value as the second adjustment opening corresponding to the fourth heat exchanger, so that the liquid hydrogen output by the liquid hydrogen storage module 102 is input into the fuel cell through the fourth heat exchanger; the first opening value is greater than the second opening value, and the fourth heat exchanger is the heat exchanger among the first heat exchanger, the second heat exchanger and the third heat exchanger that has a cooling requirement in the first control mode.

[0103] In other words, in the first control mode, it indicates that the vehicle currently has a strong cooling demand. Therefore, the opening degree of the corresponding heat exchanger can be adjusted according to the cooling module with cooling demand. Specifically, if the first cooling module has a cooling demand, the first adjustment degree of the first heat exchanger can be set to a first opening value (e.g., 100%), and the second adjustment degree can be set to a second opening value (e.g., 0%). If the second cooling module has a cooling demand, the first adjustment degree of the second heat exchanger can be set to a first opening value (e.g., 100%), and the second adjustment degree can be set to a second opening value (e.g., 0%). If the third cooling module has a cooling demand, the first adjustment degree of the third heat exchanger can be set to a first opening value (e.g., 100%), and the second adjustment degree can be set to a second opening value (e.g., 0%). If multiple cooling modules have cooling demands, the opening value of the heat exchanger corresponding to each cooling module is adjusted accordingly, so that the cooling capacity of the liquid hydrogen can be exchanged and cooled by the cooling module requiring cooling through the heat exchanger.

[0104] In addition, to fully utilize pressure energy, the third adjustment opening of the fourth regulating valve in the pressure recovery module 108 can be set to the first opening value (e.g., 100%), and the fourth adjustment opening of the fourth bypass valve can be set to the second opening value (e.g., 0%), so as to fully utilize the expansion of high-pressure hydrogen to generate electricity. At the same time, since the hydrogen flow rate and pressure into the pressure recovery module are large and high in the first control mode, the power generation capacity of the pressure recovery module can be increased to maximize the generation of electrical energy.

[0105] Furthermore, in addition to adjusting the opening of the regulating valve and the bypass valve, adjustments can also be made to the internal components of the target cooling module 105 to further reduce power consumption. For the first cooling module, the speed of the circulating water pump of the power battery can be adjusted according to the first thermal management requirements to reduce the power consumption of the circulating water pump; for the second cooling module, the power of the air conditioning compressor can be adjusted according to the second thermal management requirements (wherein, the compressor power is mostly limited to <15%, and only less than 10% power is needed to maintain circulation most of the time) to reduce the power consumption of the compressor; for the third cooling module, the speed of the fuel cell cooling fan can be adjusted according to the third thermal management requirements (for example, the fan speed can be reduced from high speed to medium-low speed, or from medium-high speed to medium-low speed) to reduce the power consumption of the fuel cell.

[0106] For example, in a specific application scenario, a vehicle is climbing a long hill fully loaded at midday in summer, with the ambient temperature reaching 40°C. The fuel cell is operating at over 95% of its peak power, and the power battery is continuously discharging at a high rate to assist in the climb. At this time, the battery controller reports Batt_Cool_Req=3 (extreme cooling requirement), indicating that the battery temperature is approaching the dangerous threshold of 45°C; the air conditioning controller reports AC_Cool_Req=ON (forced cabin cooling requirement); and the fuel cell controller reports FC_Cool_Req=2 (urgent need for auxiliary heat dissipation). The control module 101 comprehensively determines and enters the first control mode (full-power cooling mode). Figure 6 As shown, in this mode, the control module 101 performs the following operations: sets the first regulating valve V1 at the inlet of the first heat exchanger (HX-1) to 100% and sets the second regulating valve BV1 connected in parallel with the first heat exchanger to 0%, so that all the cryogenic liquid hydrogen (-253℃) flows through the first heat exchanger and undergoes intense heat exchange with the power battery coolant, reducing the coolant temperature to below -10℃, and then is pumped into the battery pack by the circulating water pump for powerful cooling, so that the battery temperature is stabilized to the target value of 35℃.

[0107] The first regulating opening of the second regulating valve V2 at the inlet of the second heat exchanger (HX-2) is set to 100%, and the second regulating opening of the second bypass valve BV2 connected in parallel with the second heat exchanger is set to 0%. This allows all the hydrogen gas (approximately -20°C) heated by the first heat exchanger to flow through the second heat exchanger, exchanging heat with the air conditioning refrigerant and providing a deep-cooling cold source for the air conditioning system. This limits the power of the air conditioning compressor to below 15%, requiring only below 10% power to maintain circulation most of the time. In this disclosure, the vehicle's air conditioning refrigerant no longer directly enters the original vehicle evaporator after the condenser, but instead flows through this second heat exchanger, where it is deeply cooled and subcooled by hydrogen gas. This significantly reduces the heat absorption demand in the original vehicle evaporator after subsequent throttling, resulting in a sharp reduction in the load on the air conditioning compressor.

[0108] The first adjustment opening of the third regulating valve V3 at the inlet of the third heat exchanger (HX-3) is set to 100%, and the second adjustment opening of the third bypass valve BV3 connected in parallel with the third heat exchanger is set to 0%. This allows all the hydrogen gas (approximately 0°C) that has been further heated by the second heat exchanger to flow through the third heat exchanger and exchange heat with the fuel cell coolant. The coolant is pre-cooled to 10-15°C before entering the pressure recovery module 108 (expansion generator set), which stabilizes the fuel cell coolant inlet temperature at 62°C. The radiator fan speed is reduced from medium-high speed to medium-low speed, resulting in a significant reduction in power consumption.

[0109] At this point, the hydrogen temperature is close to ambient temperature (e.g., 15°C), but the pressure is still relatively high (e.g., 0.9 MPa). Subsequently, the hydrogen enters the expander generator set (pressure recovery module), expanding to the pressure required by the fuel cell (e.g., 0.2 MPa). During this process, the control module 101 instructs the expander generator set (pressure recovery module) to operate at high load, utilizing the expansion of high-pressure hydrogen (approximately 0.9 MPa) to generate electricity, with a power output exceeding 1.5 kW. This electricity is then supplied to the vehicle's low-voltage electrical equipment or stored in the battery. Finally, after cold energy utilization and pressure energy recovery, the hydrogen (temperature close to ambient temperature, 15°C, pressure reduced to 0.2 MPa) is sent to the fuel cell anode to participate in the reaction after passing through a pressure regulating valve.

[0110] Through the above control, in the first control mode, all the liquid hydrogen output by the liquid hydrogen storage module 102 flows through the first, second and third heat exchangers in sequence, realizing the maximum extraction and cascade utilization of cold energy, and effectively ensuring the thermal safety of the battery, cabin air conditioning and fuel cell.

[0111] (2) Second control mode (also known as economic cruise mode) The control module 101 is used to, when it is determined that the target control mode includes the second control mode, use the third opening value as the first adjustment opening corresponding to the fifth heat exchanger and the fourth opening value as the second adjustment opening corresponding to the fifth heat exchanger, so that part of the liquid hydrogen output by the liquid hydrogen storage module 102 is input into the fuel cell through the fifth heat exchanger and the other part bypasses the fifth heat exchanger to input into the fuel cell. The fifth heat exchanger is the heat exchanger among the first heat exchanger, the second heat exchanger and the third heat exchanger that has a cooling requirement in the second control mode.

[0112] In other words, in the second control mode, indicating a moderate cooling demand, the opening degree of the corresponding heat exchanger can be adjusted according to the cooling module with the cooling demand. Specifically, if the first cooling demand exists, the first opening degree of the first heat exchanger can be set to the third opening value (e.g., 50%), and the second opening degree can be set to the fourth opening value (e.g., 50%). If the second cooling module has a cooling demand, the first opening degree of the second heat exchanger can be set to the third opening value (e.g., 70%), and the second opening degree can be set to the fourth opening value (e.g., 30%). If the third cooling module has a cooling demand, the first opening degree of the third heat exchanger can be set to the third opening value (e.g., 40%), and the second opening degree can be set to the second opening value (e.g., 60%). If multiple cooling modules have cooling demands, the opening value of the heat exchanger corresponding to each cooling module is adjusted accordingly, so that the cooling capacity of the liquid hydrogen can be cooled by heat exchange through the heat exchanger to the cooling module with the cooling demand, thus partially replacing the work of the cooling module and reducing the power consumption of the cooling module. It should be noted that the third and fourth opening values ​​for different cooling modules can be different and can be set according to actual needs. This disclosure does not impose specific limitations on this.

[0113] For example, in a specific application scenario, the vehicle is cruising smoothly at approximately 80 km / h on a highway, and the fuel cell is operating at 60% of its rated power. The ambient temperature is 25°C, and the weather is sunny. At this time, the battery system is under medium load, Batt_Cool_Req=2 (moderate cooling requirement), and the battery temperature is 30°C with an upward trend; the air conditioning system has a clear cooling requirement, AC_Cool_Req=ON; the fuel cell is operating stably, FC_Cool_Req=1 (mild cooling requirement). Control module 101 determines to enter the second control mode, the core objective of which is to optimize the vehicle's energy consumption while ensuring driving comfort and component safety. Figure 7As shown, in this mode, the cold energy and pressure energy of liquid hydrogen are distributed and recovered in an orderly manner. The control module 101 performs the following operations: For the first heat exchanger (HX-1, which has battery cooling requirements), the control module 101 uses the third opening value (e.g., 50%) as its first regulating opening (i.e., the opening of the first regulating valve V1), and uses the corresponding fourth opening value (e.g., 50%) as its second regulating opening (i.e., the opening of the first bypass valve BV1), so that a portion of the liquid hydrogen flows through the first heat exchanger to participate in battery cooling, while the other portion bypasses the first heat exchanger. At the same time, the control module 101 aims to maintain the maximum temperature T_batt_max of the power battery at 28℃, and uses a PID algorithm to adjust the opening of V1 in a closed loop to achieve precise temperature control of the battery.

[0114] For the second heat exchanger (HX-2, which has air conditioning cooling requirements), the control module 101 uses the third opening value (e.g., 70%) as its first regulating opening (i.e., the opening of the second regulating valve V2) and the fourth opening value (e.g., 30%) as its second regulating opening (i.e., the opening of the second bypass valve BV2). This allows approximately 70% of the hydrogen gas to flow through the second heat exchanger for air conditioning cooling, while approximately 30% of the hydrogen gas bypasses the second heat exchanger. The control module 101 prioritizes meeting the air conditioning cooling requirements, keeping the air conditioning compressor at a lower speed and limiting its maximum power to 50% of the rated value. In actual operation, only 30% of the power may be required.

[0115] For the third heat exchanger (HX-3, which has a slight cooling requirement for the fuel cell), the control module 101 uses a third opening value (e.g., 40%) as its first regulating opening (i.e., the opening of the third regulating valve V3) and a fourth opening value (e.g., 60%) as its second regulating opening (i.e., the opening of the third bypass valve BV3). This allows approximately 40% of the hydrogen flow to participate in the pre-cooling of the fuel cell coolant through the third heat exchanger, while approximately 60% of the hydrogen bypasses the third heat exchanger. The control module 101 aims to maintain the fuel cell coolant inlet temperature T_FC_coolant_in at 65°C and uses a PID algorithm to adjust the opening of V3 in a closed loop.

[0116] Meanwhile, the control module 101 instructs the expansion generator set (pressure recovery module 108) to operate at a power output of approximately 0.8 kW, employing a constant-pressure power generation mode to automatically adjust the power generation load with the goal of maintaining stable fuel cell inlet pressure. The power battery is maintained at 28°C to ensure fast-charging capability and lifespan; the power consumption of the air conditioning system compressor is reduced by approximately 70%; and the power consumption of the fuel cell cooling fan is reduced by approximately 40% due to effective pre-cooling of the coolant (approximately 62°C), with the fan operating at low speed or intermittently.

[0117] Through the above control, in the second control mode, the liquid hydrogen output by the liquid hydrogen storage module 102 is rationally allocated according to the real-time cooling needs of each heat exchanger, with the portion flowing through the heat exchanger for cooling and the portion bypassing the heat exchanger, thus realizing on-demand allocation of cold energy and optimization of energy consumption.

[0118] (3) Third control mode (also known as low temperature environment mode) The control module 101 is configured to, when determining that the target control mode includes the third control mode, use the fifth opening value as the first adjustment opening corresponding to the first heat exchanger, the second heat exchanger, and the third heat exchanger, and use the sixth opening value as the second adjustment opening corresponding to the first heat exchanger, the second heat exchanger, and the third heat exchanger, so that the liquid hydrogen output by the liquid hydrogen storage module 102 bypasses the first heat exchanger, the second heat exchanger, and the third heat exchanger and enters the fuel cell; the fifth opening value is less than the sixth opening value.

[0119] In other words, in the third control mode, it indicates that there is a heating demand. At this time, the system's reliable task changes from heat dissipation to heat preservation and heating. Therefore, the adjustment opening degree of all heat exchangers can be adjusted according to the current thermal management requirements. Specifically, the first adjustment opening degree of all heat exchangers can be set to the fifth opening value (e.g., 0%), and the second adjustment opening degree of all heat exchangers can be set to the sixth opening value (100%) to minimize the cold energy supply and prevent the battery and fuel cell from becoming overcooled.

[0120] Furthermore, waste heat from the fuel cell can be used to heat the power battery and the cockpit, achieving internal heat circulation. For example, the battery temperature can be rapidly increased and stabilized above 15°C by adjusting the PID control opening of the battery heating valve. The flow rate of FC hot water flowing into the battery heating heat exchanger can be adjusted according to the battery temperature requirements. The cockpit heating valve can also be adjusted as needed, completely or largely replacing PTC high-voltage electric heating. The flow rate of hot water flowing into the cabin heat exchanger can be adjusted according to the set cockpit temperature.

[0121] At the same time, the opening of the fourth bypass valve of the pressure recovery module 108 can be adjusted to 100% (the fourth regulating valve can be adjusted accordingly) or it can be operated under low load within its allowable temperature range, in protection mode, to prevent low-temperature hydrogen from damaging the expander.

[0122] In this way, by opening all bypass valves, the vast majority of hydrogen bypasses the heat exchangers and flows directly to the pressure recovery module 108. This significantly reduces heat exchange between liquid hydrogen and the external environment, thereby reducing evaporation loss (boil-off gas) and allowing more liquid hydrogen energy to be used to power the vehicle, indirectly increasing range. Furthermore, the waste heat generated by the fuel cell is channeled through a three-way valve and additional heat exchangers to the cabin heater (replacing the traditional PTC (positive temperature coefficient) electric heater, saving significant energy) and the battery heating heat exchanger (actively heating the battery to quickly reach its efficient operating temperature). Because the hydrogen is not adequately heated and remains at an extremely low temperature, it operates in protection mode, while the pressure recovery module continues to function, providing auxiliary power.

[0123] For example, in a specific application scenario: the vehicle is driving in a low-temperature environment during winter, with an ambient temperature of -5°C. The fuel cell operates at medium power (40%), and its own heat generation can be used for insulation. At this time, the battery system has a heating requirement (Batt_Heat_Req=ON), the battery temperature T_batt=0°C, and needs to be raised to above 15°C; the air conditioning system has a strong heating requirement (AC_Heat_Req=ON), the cabin temperature is set at 22°C, and the actual temperature is 10°C; the fuel cell coolant temperature is too low, requiring rapid warm-up and maintenance at the optimal operating temperature (approximately 70°C). The control module 101 determines to enter the third control mode, the core objective of which is to minimize the supply of cold energy, prevent the battery and fuel cell from becoming too cold, and prioritize the use of fuel cell waste heat to heat the battery and cabin. In this mode, the control module 101 performs the following operations: For the first heat exchanger (HX-1), the control module 101 uses the fifth opening value (e.g., 0%) as its first regulating opening (i.e., the opening of the first regulating valve V1) and the sixth opening value (e.g., 100%) as its second regulating opening (i.e., the opening of the first bypass valve BV1), so that the liquid hydrogen completely bypasses the first heat exchanger, and the battery cooling circuit only maintains the antifreeze cycle or stops completely.

[0124] For the second heat exchanger (HX-2), the control module 101 uses the fifth opening value (e.g., 0%) as its first regulating opening (i.e., the opening of the second regulating valve V2) and the sixth opening value (e.g., 100%) as its second regulating opening (i.e., the opening of the second bypass valve BV2), so that the liquid hydrogen completely bypasses the second heat exchanger, the air conditioning cooling function is turned off, and the air conditioning system switches to heat pump mode or directly uses the waste heat of the fuel cell for heating.

[0125] For the third heat exchanger (HX-3), the control module 101 uses the fifth opening value (e.g., 0%) as its first regulating opening (i.e., the opening of the third regulating valve V3) and the sixth opening value (e.g., 100%) as its second regulating opening (i.e., the opening of the third bypass valve BV3), so that the liquid hydrogen completely bypasses the third heat exchanger. The fuel cell cooling system shuts off the radiator fan and uses the thermostat to maintain high-temperature operation, preventing the fuel cell from becoming too cold.

[0126] Meanwhile, the control module 101 can also adjust the opening of the battery heating valve through a PID algorithm to quickly raise and stabilize the battery temperature above 15°C; and adjust the opening of the cockpit heating valve according to the cockpit set temperature, completely or mostly replacing the PTC high-voltage electric heating. The expander generator set is bypassed (fourth bypass valve BV4 opening 100%) or operates at low load within its allowable temperature range to prevent cryogenic hydrogen from damaging the expander.

[0127] Through the aforementioned control, in the third control mode, the liquid hydrogen output from the liquid hydrogen storage module 102 bypasses all heat exchangers, greatly reducing heat exchange between the liquid hydrogen and the external environment, lowering liquid hydrogen evaporation losses, and allowing more liquid hydrogen energy to be used to power the vehicle, indirectly increasing the driving range. Simultaneously, the waste heat generated by the fuel cell is guided to the cabin heater and battery heating heat exchanger through a three-way valve and additional heat exchangers, achieving internal heat circulation and saving a significant amount of electrical energy.

[0128] (4) Fourth control module (also known as charging and cooling mode) The control module 101 is used to, when it is determined that the target control mode includes the fourth control mode, use the seventh opening value as the first adjustment opening corresponding to the first heat exchanger and the eighth opening value as the second adjustment opening corresponding to the first heat exchanger, so that the liquid hydrogen gas output by the liquid hydrogen storage module 102 is input into the fuel cell through the first heat exchanger; the seventh opening value is greater than the eighth opening value.

[0129] In other words, under the fourth control mode, it indicates that the current power battery has a strong cooling demand. Therefore, the first adjustment opening of the first heat exchanger can be set to the seventh opening value (e.g., 100%), and the second adjustment opening can be set to the eighth opening value (e.g., 0%), so as to provide deep cooling for the battery coolant and ensure the maximum cooling supply.

[0130] Furthermore, the speed of the battery circulation pump can be increased to quickly remove battery heat, ensuring high-speed circulation of the coolant. Additionally, the opening of the second regulating valve of the second heat exchanger (0%-70%, with corresponding adjustments to the first regulating valve opening) can be dynamically adjusted based on the battery temperature and the hydrogen temperature output from the first heat exchanger, utilizing the remaining cooling capacity to cool the battery compartment. Specifically, after heat exchange through the first heat exchanger, the hydrogen temperature has significantly increased (e.g., to -20°C). This portion of hydrogen still possesses considerable cooling capacity: if the battery heat load is extremely high, BV2 is completely shut off (i.e., V2 is fully open), and the remaining cooling capacity continues to be used for battery cooling. If the battery heat load is controlled: BV2 is partially open, using the remaining cooling capacity to drive the air conditioning system, providing secondary cooling to the environment surrounding the battery pack, forming a dual heat dissipation guarantee of direct liquid cooling + indirect air cooling.

[0131] Meanwhile, since the hydrogen pressure of the input pressure recovery module 108 is low and the flow rate is unstable, the fourth bypass valve of the pressure recovery module can be fully opened, allowing it to enter a dormant or low-load operation state.

[0132] For example, in a specific application scenario: the vehicle is connected to a high-power DC charging station (e.g., 350kW) for fast charging, and the fuel cell system is not operating. The ambient temperature is 30℃. Due to the large amount of heat generated by the high-power charging, the battery controller reports Batt_Cool_Req=3 (extreme cooling requirement), and the battery temperature T_batt rises rapidly, needing to be forcefully suppressed below a safe threshold (e.g., 35℃). The air conditioning system has no cooling requirement (AC_Cool_Req=OFF), and the fuel cell has no cooling requirement (FC_Cool_Req=0). The control module 101 receives the charging gun connection signal and, combined with the high cooling requirement of the battery, determines to enter the fourth control mode. The core objective is to concentrate all available liquid hydrogen cooling energy to prioritize the heat dissipation safety and efficiency of the power battery during fast charging. Figure 8 As shown, in this mode, the control module 101 performs the following operations: For the first heat exchanger (HX-1), the control module 101 uses the seventh opening value (e.g., 100%) as its first regulating opening (i.e., the opening of the first regulating valve V1) and the eighth opening value (e.g., 0%) as its second regulating opening (i.e., the opening of the first bypass valve BV1), so that all the liquid hydrogen output from the liquid hydrogen storage module 102 is input into the fuel cell path through the first heat exchanger. Simultaneously, the control module 101 instructs the battery cooling pump to operate at 100% speed to quickly remove heat from the battery.

[0133] For the second heat exchanger (HX-2), the control module 101 dynamically adjusts the opening of the second bypass valve BV2 (e.g., within the range of 0% to 70%) based on the battery temperature and the hydrogen temperature after the first-stage heat exchange: if there is a risk of the battery temperature running out of control, the opening of BV2 is adjusted to 0%, so that the remaining cooling capacity can continue to be used for battery cooling; if the battery temperature is stable, BV2 is partially opened (e.g., 30%), and the remaining cooling capacity is used to drive the air conditioning system to perform secondary cooling of the battery compartment environment, forming a dual heat dissipation guarantee of direct liquid cooling + indirect air cooling.

[0134] For the third heat exchanger (HX-3), the control module 101 sets the opening of the third bypass valve BV3 to 100% (i.e., fully bypassed) so that hydrogen does not flow through the third heat exchanger, since the fuel cell is not working and has no cooling requirement.

[0135] Meanwhile, the control module 101 controls the air conditioning compressor to not work or only run at low speed, relying on hydrogen cooling energy to drive the refrigeration cycle; the expansion generator set is usually bypassed (the fourth bypass valve BV4 is opened) or kept in hibernation / low load operation because the hydrogen pressure is low and the flow is unstable.

[0136] Through the above control, in the fourth control mode, the liquid hydrogen output from the liquid hydrogen storage module 102 preferentially and entirely passes through the first heat exchanger to provide extreme cooling for the power battery. This can lower the battery coolant to below -10°C, effectively suppressing battery temperature rise, ensuring the fastest charging speed, extending battery life, ensuring charging safety, and preventing battery thermal runaway. The remaining cold energy can be selectively used for cooling the battery compartment environment, maximizing the utilization of cold energy.

[0137] In some embodiments, the control module 101 is further configured to, upon determining that a fault event of a specified fault type has occurred in the vehicle, use a ninth opening value as a first adjustment opening corresponding to the target heat exchanger 104 and a tenth opening value as a second adjustment opening corresponding to the target heat exchanger 104, so that the liquid hydrogen output by the liquid hydrogen storage module 102 bypasses the target heat exchanger 104 and is input into the fuel cell; the ninth opening value is less than the tenth opening value.

[0138] The fault event may include one or more of the following: Serious sensor failure: The signal of a critical sensor (such as the liquid hydrogen cylinder outlet temperature T1 / P1) is lost or the value range is out of limit.

[0139] Actuator failure: Any critical electrically controlled valve (such as V1, BV2) is stuck or loses communication.

[0140] Severe leakage in the cold energy utilization circuit: The pressure (P) of the battery coolant or fuel cell coolant drops sharply.

[0141] Expander generator failure: generator unit failure or mechanical jamming.

[0142] Controller communication timeout: Communication between VCU and controllers such as BMS, TMS, HMS, and FCU is interrupted.

[0143] In the event of any of the above-mentioned failure events, the core objective is to immediately isolate the faulty unit, bypass the complex cold energy utilization and energy recovery system, and return to the most traditional and reliable liquid hydrogen storage and supply mode to ensure that hydrogen can be continuously and safely supplied to the fuel cell, enabling the vehicle to limp home.

[0144] Specifically, the faulty component can be isolated accordingly. That is, if a fault event of a specific type is determined to have occurred in the vehicle, the ninth opening value can be used as the first adjustment opening value corresponding to the sixth heat exchanger, and the tenth opening value can be used as the second adjustment opening value corresponding to the sixth heat exchanger 104. This allows the liquid hydrogen output from the liquid hydrogen storage module 102 to bypass the sixth heat exchanger and enter the fuel cell. The sixth heat exchanger is the one that has failed.

[0145] Of course, if the module that experiences a malfunction is the pressure recovery module 108, the opening degree of the fourth regulating valve and the opening degree of the fourth bypass valve corresponding to the pressure recovery module 108 can also be adjusted so that the hydrogen bypasses the expansion generator set.

[0146] For example, in a specific application scenario, during vehicle operation, the control module 101 detects one or more of the following fault events: loss of critical sensor signals or values ​​exceeding reasonable range; jamming or loss of communication of critical actuators; a sharp drop in battery coolant or fuel cell coolant pressure, indicating a serious leak in the cold energy utilization circuit; a malfunction of the expander generator set; or a communication timeout between the control module 101 and the battery controller (BMS), thermal management controller (TMS), hydrogen system controller (HMS), fuel cell controller (FCU), etc. When the control module 101 confirms the occurrence of any of the above-mentioned specified fault events, the system immediately enters the fifth control mode (also known as the safety / limp mode). Figure 9As shown, in this mode, the control module 101 performs the following operations: For the target heat exchanger 104 (including the first heat exchanger HX-1, the second heat exchanger HX-2, and the third heat exchanger HX-3), the control module 101 uses the ninth opening value (e.g., 0%) as its corresponding first adjustment opening (i.e., the opening of the first regulating valve V1, the second regulating valve V2, and the third regulating valve V3), and uses the tenth opening value (e.g., 100%) as its corresponding second adjustment opening (i.e., the opening of the first bypass valve BV1, the second bypass valve BV2, and the third bypass valve BV3), so that the liquid hydrogen output by the liquid hydrogen storage module 102 completely bypasses all target heat exchangers and is directly input into the fuel cell. Meanwhile, the control module 101 also performs the following additional operations: instructs the expansion generator set to be de-energized and bypassed by fully opening the fourth bypass valve BV4; instructs the air conditioning compressor to be forcibly shut down to reduce electrical load; illuminates the highest level fault indicator (MIL) on the instrument panel and displays information such as hydrogen system fault and power-limited operation, informing the driver to seek service immediately.

[0147] Through the aforementioned control, the system immediately isolates the faulty unit, bypassing the complex cold energy utilization and energy recovery system, and reverts to the most traditional and reliable liquid hydrogen storage and supply mode. The hydrogen flow path is shortened to its simplest form: the liquid hydrogen output from the liquid hydrogen storage module 102 first flows through a passive liquid hydrogen vaporization module (such as an air bath vaporizer and / or a water bath vaporizer), relying on ambient heat to ensure that the hydrogen is basically vaporized; then, it passes through a mechanical pressure regulating valve (PRV) to stabilize the hydrogen pressure at the inlet pressure required by the fuel cell, and is finally supplied to the fuel cell. Thus, the vehicle has the basic ability to limp home, ensuring a continuous and safe supply of hydrogen.

[0148] In some embodiments, the control module 101 is further configured to perform closed-loop regulation of each heat exchanger and pressure recovery module based on real-time collected data, as follows: The control module 101 acquires the highest temperature of the battery pack in the power battery cooling module (which can be collected by the battery controller BMS) and the battery heat generation power. When the highest temperature of the battery pack exceeds a first temperature target value (e.g., 25℃±2℃) or the heat generation power exceeds a power target value, the control module 101 increases the first regulating opening of the first regulating valve (i.e., the first regulating valve V1) corresponding to the first heat exchanger to increase the hydrogen flow through the first heat exchanger and provide more cooling energy to the power battery. Furthermore, the control module 101 can also appropriately close the first regulating opening of the first regulating valves (i.e., the second regulating valve V2 and the third regulating valve V3) leading to the second and third heat exchangers to preferentially allocate more high-quality cooling energy to the power battery cooling module.

[0149] The control module 101 acquires the pressure and temperature of the refrigerant high-pressure pipeline in the air conditioning cooling module (e.g., through a thermal management controller (TMS)). When the hydrogen temperature at the outlet of the second heat exchanger is lower than a preset threshold, the control module 101 sends a command to the air conditioning controller to reduce the compressor speed or shut it down, so that the air conditioning cooling load is entirely borne by liquid hydrogen cooling energy. When the cooling capacity is insufficient, the control module 101 controls the compressor to increase its speed to supplement cooling, thereby maintaining the set temperature in the cockpit while minimizing the power consumption of the air conditioning compressor.

[0150] The control module 101 acquires the coolant inlet temperature in the fuel cell cooling module (e.g., through the fuel cell controller FCU). Based on this coolant inlet temperature, the control module 101 adjusts the second opening of the bypass valve (i.e., the third bypass valve BV3) corresponding to the third heat exchanger to stabilize the coolant inlet temperature at a second target temperature value (e.g., 60℃ ± 5℃). Specifically, if the coolant inlet temperature is too low, the second opening of the third bypass valve is increased (i.e., the bypass ratio is increased) to reduce the flow of cold hydrogen through the third heat exchanger; if the coolant inlet temperature is too high, the second opening of the third bypass valve is decreased (i.e., the bypass ratio is decreased) to allow more cold hydrogen to flow through the third heat exchanger.

[0151] The control module 101 acquires the first hydrogen pressure at the inlet of the fuel cell. With the goal of maintaining a stable first hydrogen pressure, the control module 101 adjusts the power output of the pressure recovery module 108 (i.e., the expander generator set). Specifically, when the first hydrogen pressure is high, i.e., when the hydrogen flow rate is high, the control module 101 increases the power output of the pressure recovery module 108 to supply electrical energy to the vehicle's low-voltage electrical equipment or store it in the battery; when the first hydrogen pressure is low, i.e., when the hydrogen flow rate is low, the control module 101 decreases the power output of the pressure recovery module to prioritize ensuring a stable fuel cell inlet pressure. The pressure recovery module works in conjunction with a pressure regulating valve (PRV) located at the downstream end.

[0152] The control module 101 acquires the surface temperature of the target heat exchangers 104 (i.e., the first heat exchanger, the second heat exchanger, and the third heat exchanger) (e.g., via a patch-type temperature sensor). Based on the surface temperature, it adjusts the first and second adjustment openings corresponding to the target heat exchangers. Specifically, when the surface temperature of any heat exchanger approaches 0°C (e.g., below a preset temperature threshold, such as 1°C), the control module 101 actively reduces the hydrogen flow rate through that heat exchanger (i.e., reduces the first adjustment opening of the corresponding first adjustment valve) or increases the bypass ratio (i.e., increases the second adjustment opening of the corresponding bypass valve) to prevent the heat exchangers from experiencing a decrease in heat exchange performance or damage due to frost or ice formation.

[0153] The control module 101 monitors the hydrogen pressure at the anode inlet of the fuel cell in real time to ensure that the inlet pressure is always higher than the minimum operating requirements of the fuel cell under any operating conditions. When the inlet pressure is detected to be lower than a first pressure threshold (e.g., 0.16 MPa), the control module 101 prioritizes reducing the power generation of the pressure recovery module 108 or controls the hydrogen to bypass the pressure recovery module (e.g., by opening the fourth bypass valve) to ensure the safety of the hydrogen supply pressure.

[0154] Step 5: Safety Interlocking and Limit Boundary Protection To ensure the safe and reliable operation of the vehicle control system provided in this disclosure, detection and protection can be performed for the following five scenarios during operation to prevent safety accidents or system performance failures.

[0155] (1) Anti-icing and protection against low-temperature embrittlement of materials In this embodiment, as Figure 10 As shown, the control module 101 is also used to acquire the surface temperature T_HX_Surf of the target heat exchangers (i.e., the first heat exchanger, the second heat exchanger, and the third heat exchanger), and to perform anti-icing protection control based on the surface temperature. Specifically, high-precision, low-temperature resistant surface-mount temperature sensors can be installed on the outlet pipe wall or shell surface of each heat exchanger on the secondary side (i.e., the coolant side or the refrigerant side) to acquire the first surface temperature (T_HX1_Surf) of the first heat exchanger, the second surface temperature (T_HX2_Surf) of the second heat exchanger, and the third surface temperature (T_HX3_Surf) of the third heat exchanger, respectively. The control module 101 is connected to these temperature sensors and is set with a warning threshold (e.g., 3°C) and an action threshold (e.g., 1°C).

[0156] In one possible implementation, when the control module 101 detects that the surface temperature of any heat exchanger is lower than the warning threshold (e.g., T_HX_Surf < 3℃), the control module 101 issues a warning signal, such as illuminating the corresponding warning icon (e.g., a yellow snowflake icon) on the instrument panel, to indicate to the driver that the system is operating at low temperature and high load.

[0157] In another possible implementation, when the control module 101 detects that the surface temperature of any heat exchanger is lower than the action threshold (e.g., T_HX_Surf < 1℃), the control module 101 performs the following protection action: For the first heat exchanger (connected to the power battery cooling module): the control module 101 increases the second regulating opening of the first bypass valve (BV1) connected in parallel with the first heat exchanger (e.g., by 20%) to reduce the flow rate of cryogenic hydrogen through the first heat exchanger, thereby reducing the cold input at the source; and / or, the control module 101 increases the speed of the circulating water pump (M3) in the power battery cooling module, causing the relatively hot battery coolant (carrying back heat from the battery pack) to flow through the first heat exchanger more rapidly, providing it with heat for defrosting.

[0158] For the second heat exchanger (connected to the air conditioning cooling module): the control module 101 increases the second regulating opening of the second bypass valve (BV2) connected in parallel with the second heat exchanger (e.g., by 20%) to reduce the cooling input; and / or, the control module 101 sends a request to the thermal management controller (TMS) to reduce the power of the air conditioning compressor, so that the air conditioning compressor operates at low power for a short time, so that the refrigerant flows through the second heat exchanger after being compressed and heated, which is equivalent to the heat pump defrosting it.

[0159] For the third heat exchanger (connected to the fuel cell cooling module): the control module 101 increases the second adjustment opening of the third bypass valve (BV3) connected in parallel with the third heat exchanger (e.g., by 20%) to reduce the cold input; and / or, the control module 101 increases the speed of the circulating water pump (M1) in the fuel cell cooling module to accelerate the flow of waste heat from the fuel cell through the third heat exchanger to heat and defrost it.

[0160] While performing the above-mentioned protection actions, the control module 101 can also change the warning icon on the instrument panel to flashing, indicating that the system is performing active protection.

[0161] Furthermore, when the control module 101 detects that the surface temperature of the target heat exchanger rises to a level greater than the recovery threshold (e.g., 5°C) and remains stable for a preset time (e.g., 5 seconds), the control module 101 determines that the risk of icing has been completely eliminated. Subsequently, it gradually and smoothly restores the opening degree of each bypass valve and the speed of each circulating water pump to the state before the protection action, and returns control to the main control strategy. At the same time, it turns off the warning icon. This delayed recovery mechanism avoids frequent oscillations of the system near the critical point.

[0162] (2) Safety protection of hydrogen supply pressure in fuel cells like Figure 11As shown, the control module 101 is also used to acquire the first hydrogen pressure P_FC_in input to the fuel cell (e.g., by acquiring it through a pressure sensor located at the anode inlet of the fuel cell). The control module 101 sets a first pressure threshold (e.g., 0.16 MPa) and a second pressure threshold (e.g., 0.14 MPa), wherein the first pressure threshold is higher than the second pressure threshold, and the second pressure threshold is close to the minimum allowable operating pressure of the fuel cell.

[0163] When the control module 101 detects that the first hydrogen pressure is lower than the first pressure threshold (e.g., P_FC_in < 0.16 MPa), the control module 101 performs a first-level protection action, which reduces the power generation of the pressure recovery module 108 (i.e., the expander generator set) (e.g., reduces the generator load) to reduce the pressure drop caused by the pressure recovery module 108 on the hydrogen, allowing the inlet pressure to quickly rise back to the normal range. If, after the first-level protection action is performed, the first hydrogen pressure continues to drop and falls below the second pressure threshold (e.g., P_FC_in < 0.14 MPa), the control module 101 performs a second-level protection action, which controls the fourth bypass valve (BV4) connected in parallel with the pressure recovery module 108 to open (e.g., the opening degree is set to 100%), allowing the hydrogen to completely bypass the pressure recovery module 108 and flow directly to the fuel cell, thereby achieving the most direct pressure maintenance measure. If, after the secondary protection action is executed, the first hydrogen pressure still cannot be maintained above the minimum operating requirement, the control module 101 sends a hydrogen pressure deficiency signal to the fuel cell controller (FCU). In response to this signal, the fuel cell controller controls the fuel cell system to begin smoothly reducing its output power to prevent damage to the stack due to insufficient hydrogen supply. Simultaneously, a serious fault signal can be triggered, entering the fifth control mode, and continuous monitoring will continue until shutdown for maintenance.

[0164] Through the above three-level progressive protection, this embodiment can take corresponding measures under different pressure drop levels, prioritizing the safety of the hydrogen supply pressure of the fuel cell, while maintaining the power generation function of the pressure recovery module as much as possible.

[0165] (3) Over-temperature protection of key components The control module 101 is also used to acquire the battery cell temperature of the vehicle and / or the coolant outlet temperature of the fuel cell; and adjust the operating conditions of the vehicle's power battery according to the battery cell temperature; and / or adjust the operating conditions of the fuel cell according to the coolant outlet temperature.

[0166] Specifically, such as Figure 12As shown, in some embodiments, the control module 101 is also used to acquire the battery cell temperature (T_batt_max, for example, acquired by the battery controller BMS) and / or the coolant outlet temperature of the fuel cell (T_FC_out, for example, acquired by the fuel cell controller FCU). The control module 101 is set with a first battery over-temperature threshold (e.g., 48°C) and a first fuel cell over-temperature threshold (e.g., 77°C).

[0167] When the control module 101 detects that the battery cell temperature of the power battery exceeds the first battery over-temperature threshold (e.g., T_batt_max>48℃), or the coolant outlet temperature of the fuel cell exceeds the first fuel cell over-temperature threshold (e.g., T_FC_out>77℃), the control module 101 performs first-level protection (forced cooling): First, regardless of the current control mode of the system, the control module 101 immediately and unconditionally forces a switch to the first control mode (full-power cooling mode). Secondly, the control module 101 sets the second adjustment opening of all target bypass valves (i.e., the first bypass valve BV1 connected in parallel with the first heat exchanger, the second bypass valve BV2 connected in parallel with the second heat exchanger, and the third bypass valve BV3 connected in parallel with the third heat exchanger) to the minimum value (e.g., 0% fully closed), and sets the first adjustment opening of all target regulating valves (i.e., the first regulating valve V1, the second regulating valve V2, and the third regulating valve V3) to the maximum value (e.g., 100% fully open), so that all liquid hydrogen output from the liquid hydrogen storage module 102 flows through all target heat exchangers, concentrating the cold energy to the overheating component. Furthermore, if the overheating component is a power battery (i.e., the battery cell temperature exceeds the first battery overheating threshold), the control module 101 increases the speed of the circulating water pump in the power battery cooling module to the maximum; if the overheating component is a fuel cell (i.e., the coolant outlet temperature of the fuel cell exceeds the first fuel cell overheating threshold), the control module 101 increases the speed of the circulating water pump in the fuel cell cooling module to the maximum and commands the main cooling fan to run at full speed. In this way, the temperature can be suppressed by external cooling with maximum capacity without affecting the power output.

[0168] Furthermore, if the temperature continues to rise to a higher threshold after the first-level protection is executed (e.g., the battery cell temperature exceeds the second battery over-temperature threshold; or the fuel cell coolant outlet temperature exceeds the second fuel cell over-temperature threshold; such as T_batt_max>52℃ or T_FC_out>82℃), the control module 101 executes the second-level protection (source suppression): the control module 101 sends a battery over-temperature signal to the battery controller (BMS) requesting a limit on charge and discharge power, and / or sends a stack over-temperature signal to the fuel cell controller (FCU) requesting a reduction in output power, gradually limiting the power according to a preset gradient (e.g., reducing peak power by 10% each time) based on the degree of over-temperature, thereby reducing heat generation at the source. In this way, the safety of core components is ensured at the expense of some vehicle performance. It should be noted that the specific signal sent depends on which parameter exceeds the threshold. Specifically, if the battery cell temperature exceeds the second battery over-temperature threshold, a battery over-temperature signal is sent to the battery controller (BMS) requesting a limit on charge / discharge power. If the coolant outlet temperature of the fuel cell exceeds the second fuel cell over-temperature threshold, a stack over-temperature signal is sent to the fuel cell controller (FCU) requesting a reduction in output power. If both the battery cell temperature and the fuel cell coolant outlet temperature exceed the second fuel cell over-temperature threshold, a battery over-temperature signal is sent to the BMS requesting a limit on charge / discharge power, and a stack over-temperature signal is sent to the FCU requesting a reduction in output power.

[0169] Furthermore, if the temperature still reaches the physical limit threshold after the secondary protection is executed (e.g., the battery cell temperature exceeds the third battery over-temperature threshold; or, the fuel cell coolant outlet temperature exceeds the third fuel cell over-temperature threshold; such as T_batt_max>55℃ or T_FC_out>85℃), the control module 101 executes the tertiary protection (system shutdown): the control module 101 executes the emergency power-off procedure of the vehicle's high-voltage system, stopping the drive and charging; after the high-voltage power-off, it maintains the low-voltage system power supply, allowing the cooling system to run at full power for a preset time (e.g., 5 minutes) for post-dissipation heat dissipation; at the same time, it displays the highest level alarm on the instrument panel (e.g., a red stop sign and text prompt, accompanied by a continuous audible alarm); and stores an unremovable fault code in the controller for after-sales personnel to diagnose.

[0170] It should be noted that after a Level 1 or Level 2 protection activation, once the temperature drops and stabilizes below the safety threshold (e.g., T_batt_max < 45℃ and T_FC_ < 70℃) for a preset time, the control module 101 gradually and cautiously restores power and exits the first control mode. Level 3 protection cannot automatically recover after activation; the system must be stopped for inspection and maintenance. It can only be restarted after a professional confirms system safety and manually clears the fault codes.

[0171] (4) Hydrogen pipeline overpressure protection To prevent excessively high downstream pipeline pressure due to factors such as PRV malfunction or expander blockage, which could lead to leaks or equipment damage. Figure 13 As shown, the control module 101 is also used to acquire a second hydrogen pressure at the inlet of the pressure recovery module 108 (e.g., by acquiring P_H2_high through a pressure sensor located before the inlet of the pressure recovery module). The control module 101 is set with a first overpressure threshold (e.g., 1.2 MPa) and a second overpressure threshold (e.g., 1.5 MPa), wherein the first overpressure threshold is higher than the system's normal maximum operating pressure.

[0172] When the control module 101 detects that the second hydrogen pressure exceeds the first overpressure threshold (e.g., P_H2_high > 1.2 MPa), the control module 101 executes first-level protection (rapid pressure relief): it controls the second regulating opening of the fourth bypass valve (BV4) connected in parallel with the pressure recovery module 108 (i.e., the expander generator set) to its maximum value (e.g., 100% fully open), providing a bypass path with minimal resistance for the high-pressure hydrogen. This allows it to bypass the pressure recovery module 108 and the pressure regulating valve PRV, which may cause blockages, and quickly flow to the downstream end of the system, thereby reducing the upstream pressure. This action is reversible and has minimal impact on system operation.

[0173] Furthermore, if, after the first-level protection is executed, the second hydrogen pressure remains high (e.g., still greater than the first overpressure threshold of 1.2 MPa) within a preset time (e.g., 2 seconds), the control module 101 executes the second-level protection (cutting off the gas supply): following the order from downstream to upstream, it sequentially closes the first regulating opening of each target regulating valve (i.e., first closes the third regulating valve V3, then closes the second regulating valve V2, and finally closes the first regulating valve V1) to isolate the entire cold energy utilization unit (first heat exchanger, second heat exchanger, and third heat exchanger) and the pressure recovery module 108 from the hydrogen pipeline, preventing further pressure increases. Sequential closure avoids water hammer and prevents pressure surges.

[0174] Furthermore, if the second hydrogen pressure still rises sharply and exceeds the second overpressure threshold (e.g., P_H2_high>1.5MPa) after the second protection is executed, it indicates that the main hydrogen supply pipeline pressure has failed. The control module 101 then executes the third protection (system isolation and physical pressure relief): it immediately closes the main shut-off valve on the liquid hydrogen storage module 102 (liquid hydrogen cylinder) to completely cut off the hydrogen source of the entire system; at the same time, the system relies on a purely mechanical safety valve or rupture disc for final pressure relief. When the pressure reaches its set rupture pressure (e.g., 1.8MPa), the safety valve automatically opens, directing the hydrogen to a safe location in the atmosphere.

[0175] It should be noted that if the first-level protection activates, and the second hydrogen pressure returns to normal (i.e., the second hydrogen pressure is less than the safety threshold, such as 1.15 MPa), the control module 101 can slowly close the fourth bypass valve (BV4), resume control of the pressure recovery module 108, and record an overpressure event. However, after the second and third-level protections are triggered, the system cannot recover automatically and will enter the fifth control mode or completely lock up. The system must be shut down for inspection and maintenance. Professional personnel must investigate the root cause of the overpressure (e.g., check the pressure regulating valve, pressure recovery module, etc.), manually reset the system, and clear the fault codes before restarting.

[0176] (5) Hydrogen leak protection In real-world scenarios, if a hydrogen or coolant leak occurs, and the hydrogen accumulates to the lower explosive limit, it could lead to a major safety accident such as combustion or explosion. To prevent such accidents and system performance failures, such as... Figure 14 As shown, the control module 101 is also used to acquire hydrogen concentration and / or cooling circuit pressure. Specifically, the system includes a first hydrogen concentration sensor (H2_Conc_Batt) installed on the top of the battery compartment, a second hydrogen concentration sensor (H2_Conc_FC) installed on the top of the fuel cell compartment, a third hydrogen concentration sensor (H2_Conc_Cabin) installed in the cockpit, and a pipeline pressure sensor (P_H2_Line) installed on the critical hydrogen pipeline. The control module 101 acquires data from these sensors at a high frequency with a preset period (e.g., 100ms). Furthermore, the control module 101 sets a first concentration threshold (e.g., 2% LEL, i.e., the lower explosive limit), a second concentration threshold (e.g., 4% LEL), and a cooling circuit pressure drop determination condition.

[0177] When the control module 101 detects that the hydrogen concentration reading of any hydrogen concentration sensor exceeds the first concentration threshold (e.g., H2_Conc > 2%LEL), or detects an abnormal change in cooling circuit pressure—that is, an abnormal drop that cannot be explained by normal hydrogen consumption—the control module 101 executes first-level protection (early warning and location): the control module 101 issues an audible and visual warning signal, such as illuminating a yellow hydrogen leak warning light on the instrument panel accompanied by an audible alert, to remind the driver of a potential risk. Furthermore, the control module 101 records the fault code and pinpoints the specific location of the leak (based on the corresponding sensor). Simultaneously, the control module 101 can also request the hydrogen system controller to perform a rapid valve sealing self-check. Without causing panic, the driver is alerted to a potential risk in the system, and advised to safely stop and inspect the vehicle. During this stage, the hydrogen source is not disconnected, and the power is not turned off; only the driver is prompted to safely stop and inspect the vehicle.

[0178] Furthermore, when the control module 101 detects that the hydrogen concentration reading of any hydrogen concentration sensor exceeds the second concentration threshold (e.g., H2_Conc > 4%LEL), indicating that the leak is ongoing and the concentration is rapidly accumulating, the control module 101 executes secondary protection (emergency handling and hazard control): First, the control module 101 immediately sends a signal to urgently close the main shut-off valve on the liquid hydrogen storage module 102 (liquid hydrogen cylinder), preventing hydrogen leakage at its source. Second, the control module 101 forces the entire vehicle's high-voltage system to immediately shut down, disconnecting sources that may generate electric arcs, such as the drive circuit and charging circuit, while maintaining power supply to the low-voltage system to keep the controller, sensors, and ventilation system operational. Additionally, the control module 101 controls the instrument panel warning lights to flash, displaying clear warning information (e.g., hydrogen leak! Please stop safely and move away from the vehicle immediately!), and sounds an alarm.

[0179] It should be noted that once the secondary protection is triggered, the system is never allowed to automatically recover. Only when professionals arrive on-site, use specialized equipment to confirm that all hydrogen concentration sensor readings have remained below the third concentration threshold (e.g., <1% LEL) for a preset time (e.g., 30 seconds), and have identified and repaired the leak, can the fault code be manually cleared using a dedicated diagnostic tool, and the system can then re-enter standby mode. The system will permanently record all data related to this leak event (concentration curves, trigger time, location, etc.) for post-event analysis.

[0180] The vehicle control system disclosed herein systematically utilizes previously wasteful liquid hydrogen cooling energy for target cooling modules (power battery cooling, air conditioning refrigeration, and fuel cell cooling), and recovers pressure energy, achieving a transformation from energy to waste energy and then to resource, significantly improving the overall energy efficiency of the vehicle. Furthermore, by drastically reducing the power of the air conditioning compressor and cooling fan, and converting the recovered pressure energy into electrical energy, the power generation load of the fuel cell is indirectly reduced, thereby effectively extending the vehicle's driving range with the same hydrogen consumption. It provides powerful active cooling capabilities for the power battery, improving fast-charging performance and cycle life; and provides more stable and efficient cooling conditions for the fuel cell. Although components such as heat exchangers and expanders are added, the specifications and power of components such as the air conditioning compressor, battery cooling system, and fuel cell radiator can be correspondingly reduced, resulting in significant cost advantages from a system lifecycle perspective.

[0181] The aforementioned system couples the target heat exchanger and the target cooling module via a first hydrogen pipeline, allowing the cold energy of liquid hydrogen to be directly used to replace or partially replace the energy consumption of the traditional thermal management system. The cold energy of the liquid hydrogen can be recovered and reused by the target cooling module, avoiding waste. Furthermore, the second hydrogen pipeline allows the cold energy of the liquid hydrogen to be bypassed, bypassing the target heat exchanger and preventing overcooling or ineffective release. The control module can determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on vehicle operating conditions, ambient temperature, and the target thermal management requirements of the target cooling module, thereby controlling the input of liquid hydrogen into the fuel cell through the first and / or second hydrogen pipelines. In other words, the liquid hydrogen transport path can be flexibly selected according to actual needs. When the vehicle is under high temperature and high load conditions and the target cooling module requires cooling, the liquid hydrogen can flow through the target heat exchanger in whole or in part by adjusting the first and second adjustment openings, using its own cold energy to provide cooling for the target cooling module. When cooling of the target cooling module is not required, the liquid hydrogen can bypass the target heat exchanger and directly enter the liquid hydrogen vaporization module, avoiding unnecessary cold energy release and overcooling. In this way, on-demand cooling and energy matching of liquid hydrogen cold energy are achieved, enabling the vehicle to automatically switch to the optimal operating mode under different environments and operating conditions. The previously wasted liquid hydrogen cold energy is used for vehicle thermal management, realizing the transformation from waste energy disposal to resource utilization, significantly improving the overall energy efficiency of the vehicle, and effectively extending the vehicle's driving range with the same hydrogen consumption.

[0182] Figure 15 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment, applied to a control module in a vehicle control system. The system includes: a control module and a liquid hydrogen storage module, a target regulating valve, a target heat exchanger, a target cooling module, a target bypass valve, and a liquid hydrogen vaporization module, all connected to the control module. The liquid hydrogen storage module is connected to a first hydrogen pipeline and a second hydrogen pipeline. The first hydrogen pipeline includes the target regulating valve, the target heat exchanger, and the liquid hydrogen vaporization module connected in sequence, and a target cooling module connected to the target heat exchanger. The target heat exchanger is used to exchange heat with the target cooling module, and the target regulating valve is used to regulate the hydrogen flow rate input to the target heat exchanger. The first regulating opening degree corresponding to the target regulating valve is determined based on the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module. The second hydrogen pipeline includes the target bypass valve and the liquid hydrogen vaporization module connected in sequence. The target bypass valve is used to regulate the hydrogen flow rate input to the liquid hydrogen vaporization module. The second regulating opening degree corresponding to the target bypass valve is determined based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements. Figure 15 As shown, the method includes: In step S201, the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module are obtained. In step S202, based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements, the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve are determined. In step S203, based on the first adjustment opening degree and the second adjustment opening degree, the liquid hydrogen output by the liquid hydrogen storage module is controlled to be input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react to generate electricity.

[0183] Optionally, the target thermal management requirement is used to characterize the thermal load of the target cooling module. Determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirement includes: Under the condition that the ambient temperature meets the preset temperature conditions, the total amount of cold energy released during the vaporization process of liquid hydrogen in the vehicle is determined according to the vehicle's operating conditions. Based on the total amount of cold energy released and the heat load of the target cooling module, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

[0184] Optionally, the vehicle operating conditions include the liquid hydrogen outlet temperature and the liquid hydrogen outlet flow rate. Based on these vehicle operating conditions, the total amount of cold energy released during the vaporization process of the liquid hydrogen in the vehicle includes: Based on the liquid hydrogen outlet flow rate, determine the latent heat of vaporization energy of the liquid hydrogen in the vehicle during the vaporization process; Based on the liquid hydrogen outlet temperature, determine the sensible heat energy of vaporization of the liquid hydrogen in the vehicle during the vaporization process; The total amount of cold energy released is determined based on the latent heat energy of vaporization and the sensible heat energy of vaporization.

[0185] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the total amount of cold energy released and the heat load of the target cooling module includes: Based on the total amount of cold energy released and the heat load of the target cooling module, the target cooling capacity to be allocated to the target cooling module is determined; Based on the target cooling capacity, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

[0186] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements includes: determining the target control mode corresponding to the vehicle based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements of the target cooling module, and determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the target control mode.

[0187] Optionally, the target heat exchanger includes a first heat exchanger, a second heat exchanger, and a third heat exchanger connected in sequence; the target cooling module includes a power battery cooling module, an air conditioning cooling module, and a fuel cell cooling module; the power battery cooling module is connected to the first heat exchanger, the air conditioning cooling module is connected to the second heat exchanger, and the fuel cell cooling module is connected to the third heat exchanger; the target thermal management requirement includes a first thermal management requirement corresponding to the power battery cooling module, a second thermal management requirement corresponding to the air conditioning cooling module, and a third thermal management requirement corresponding to the fuel cell cooling module; the target control mode includes a first control mode, a second control mode, and... One of the third and fourth control modes; determining the target control mode corresponding to the vehicle based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements of the target cooling module includes: determining the target control mode as the first control mode when at least one of the following conditions is determined: the vehicle operating conditions include driving conditions, the ambient temperature is greater than a first preset temperature, and the target thermal management requirements meet a first preset condition; the first preset conditions include: the first thermal management requirement indicating a cooling requirement for the power battery, the second thermal management requirement indicating a cooling requirement for the vehicle cabin, and the third thermal management requirement indicating a cooling requirement for the fuel cell; or... If, when it is determined that the vehicle operating condition includes driving conditions, the ambient temperature is greater than a second preset temperature and less than or equal to a first preset temperature, and the target thermal management requirement meets at least one of the following conditions, the target control mode is determined to include a second control mode; the second preset temperature is less than the first preset temperature; or... Given that the vehicle's operating conditions include driving conditions, the ambient temperature is less than or equal to the second preset temperature, and the target thermal management requirement meets the second preset condition, the target control mode is determined to include a third control mode; the second preset condition includes the first thermal management requirement indicating a heating requirement for the power battery, the second thermal management requirement indicating a heating requirement for the vehicle cabin, and the third thermal management requirement indicating a heating requirement for the fuel cell; or... Given that the vehicle's operating conditions include charging conditions and the first thermal management requirement indicates that the power battery has a cooling requirement, the target control mode is determined to include the fourth control mode.

[0188] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve according to the target control mode includes: If the target control mode is determined to include the first control mode, the first opening value is used as the first adjustment opening value corresponding to the fourth heat exchanger, and the second opening value is used as the second adjustment opening value corresponding to the fourth heat exchanger, so that the liquid hydrogen output from the liquid hydrogen storage module is input into the fuel cell through the fourth heat exchanger; if the first opening value is greater than the second opening value, the fourth heat exchanger is the heat exchanger among the first, second, and third heat exchangers that has a cooling requirement in the first control mode; or... If the target control mode is determined to include the second control mode, the third opening value is used as the first adjustment opening value corresponding to the fifth heat exchanger, and the fourth opening value is used as the second adjustment opening value corresponding to the fifth heat exchanger. This allows a portion of the liquid hydrogen output from the liquid hydrogen storage module to be input into the fuel cell through the fifth heat exchanger, while the other portion bypasses the fifth heat exchanger and is input into the fuel cell. The fifth heat exchanger is the heat exchanger among the first, second, and third heat exchangers that requires cooling in the second control mode; or... If the target control mode is determined to include a third control mode, the fifth opening value is used as the first adjustment opening corresponding to the first, second, and third heat exchangers, and the sixth opening value is used as the second adjustment opening corresponding to the first, second, and third heat exchangers, so that the liquid hydrogen output from the liquid hydrogen storage module bypasses the first, second, and third heat exchangers and enters the fuel cell; the fifth opening value is less than the sixth opening value; or, If the target control mode is determined to include the fourth control mode, the seventh opening value is used as the first adjustment opening corresponding to the first heat exchanger, and the eighth opening value is used as the second adjustment opening corresponding to the first heat exchanger, so that the liquid hydrogen output by the liquid hydrogen storage module is input into the fuel cell through the first heat exchanger; the seventh opening value is greater than the eighth opening value.

[0189] Optionally, determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve according to the target control mode includes: when it is determined that the vehicle has experienced a fault event of a specified fault type, using the ninth opening value as the first adjustment opening of the target heat exchanger and the tenth opening value as the second adjustment opening of the target heat exchanger, so that the liquid hydrogen output by the liquid hydrogen storage module bypasses the target heat exchanger and enters the fuel cell; the ninth opening value is less than the tenth opening value.

[0190] Optionally, the system further includes a pressure recovery module connected to the liquid hydrogen vaporization module; the method further includes: converting the liquid hydrogen output from the liquid hydrogen storage module and / or the target heat exchanger into gaseous hydrogen; receiving the gaseous hydrogen output from the liquid hydrogen vaporization module, expanding the gaseous hydrogen to generate electricity, and inputting the expanded gaseous hydrogen into the fuel cell.

[0191] Optionally, the method further includes: obtaining a first hydrogen pressure input to the fuel cell, and adjusting the power generation of the pressure recovery module based on the first hydrogen pressure.

[0192] Optionally, the method further includes: acquiring the surface temperature of the target heat exchanger; and adjusting the first adjustment opening and the second adjustment opening based on the surface temperature.

[0193] Optionally, the method further includes: acquiring the battery cell temperature of the vehicle and / or the coolant outlet temperature of the fuel cell; and adjusting the operating conditions of the vehicle's power battery according to the battery cell temperature; and / or adjusting the operating conditions of the fuel cell according to the coolant outlet temperature.

[0194] Using the above method, the target heat exchanger and the target cooling module are coupled through a first hydrogen pipeline, allowing the cold energy of liquid hydrogen to be directly used to replace or partially replace the energy consumption of the traditional thermal management system. The cold energy of the liquid hydrogen can be recovered and reused by the target cooling module, avoiding waste. Furthermore, the second hydrogen pipeline allows the cold energy of the liquid hydrogen to be bypassed, bypassing the target heat exchanger and preventing overcooling or ineffective release. The control module can determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on vehicle operating conditions, ambient temperature, and the target thermal management requirements of the target cooling module, thereby controlling the input of liquid hydrogen into the fuel cell through the first and / or second hydrogen pipelines. In other words, the liquid hydrogen transport path can be flexibly selected according to actual needs. When the vehicle is under high temperature and high load conditions and the target cooling module requires cooling, the liquid hydrogen can flow through the target heat exchanger in whole or in part by adjusting the first and second adjustment openings, using its own cold energy to provide cooling for the target cooling module. When cooling of the target cooling module is not required, the liquid hydrogen can bypass the target heat exchanger and directly enter the liquid hydrogen vaporization module, avoiding unnecessary cold energy release and overcooling. In this way, on-demand cooling and energy matching of liquid hydrogen cold energy are achieved, enabling the vehicle to automatically switch to the optimal operating mode under different environments and operating conditions. The previously wasted liquid hydrogen cold energy is used for vehicle thermal management, realizing the transformation from waste energy disposal to resource utilization, significantly improving the overall energy efficiency of the vehicle, and effectively extending the vehicle's driving range with the same hydrogen consumption.

[0195] Regarding the methods in the above embodiments, the specific manner in which each step is performed has been described in detail in the embodiments of the system, and will not be elaborated here.

[0196] Figure 16 This is a block diagram illustrating an electronic device 300 according to an exemplary embodiment. Figure 16 As shown, the electronic device 300 may include a processor 301 and a memory 302. The electronic device 300 may also include one or more of a multimedia component 303, an input / output (I / O) interface 304, and a communication component 305.

[0197] The processor 301 controls the overall operation of the electronic device 300 to complete all or part of the steps in the vehicle control method described above. The memory 302 stores various types of data to support the operation of the electronic device 300. This data may include, for example, instructions for any application or method operating on the electronic device 300, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 303 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 302 or transmitted via communication component 305. The audio component also includes at least one speaker for outputting audio signals. I / O interface 304 provides an interface between processor 301 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 305 is used for wired or wireless communication between the electronic device 300 and other devices. Wireless communication may include Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination thereof; therefore, the corresponding communication component 305 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0198] In an exemplary embodiment, the electronic device 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), control modules, microcontroller modules, microprocessors, or other electronic components to perform the vehicle control method described above.

[0199] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the memory 302 including program instructions, which may be executed by the processor 301 of the electronic device 300 to complete the vehicle control method described above.

[0200] In some embodiments, this disclosure also provides a vehicle comprising the above-described components. Figure 16 The electronic equipment provided.

[0201] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a processor, which, when executed by the processor, implements the steps of the vehicle control method described above.

[0202] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0203] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0204] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control system, characterized in that, The system (100) includes: a control module (101) and a liquid hydrogen storage module (102), a target regulating valve (103), a target heat exchanger (104), a target cooling module (105), a target bypass valve (106), and a liquid hydrogen vaporization module (107) respectively connected to the control module (101); the liquid hydrogen storage module (102) is connected to a first hydrogen pipeline and a second hydrogen pipeline respectively; The first hydrogen pipeline includes the target regulating valve (103), the target heat exchanger (104), and the liquid hydrogen vaporization module (107) connected in sequence, and the target cooling module (105) connected to the target heat exchanger (104). The target heat exchanger (104) is used to exchange heat with the target cooling module (105), and the target regulating valve (103) is used to regulate the hydrogen flow rate input to the target heat exchanger (104). The first regulating opening degree corresponding to the target regulating valve is determined according to the vehicle operating conditions, the ambient temperature of the vehicle, and the target thermal management requirements of the target cooling module (105). The second hydrogen pipeline includes the target bypass valve (106) and the liquid hydrogen vaporization module (107) connected in sequence. The target bypass valve (106) is used to regulate the hydrogen flow rate input to the liquid hydrogen vaporization module (107). The second regulating opening degree corresponding to the target bypass valve is determined according to the vehicle operating conditions, the ambient temperature, and the target thermal management requirements. The liquid hydrogen output from the liquid hydrogen storage module (102) is input into the fuel cell of the vehicle through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react to generate electricity.

2. The system according to claim 1, characterized in that, The target heat exchanger (104) includes a first heat exchanger, a second heat exchanger, and a third heat exchanger connected in sequence. The target cooling module (105) includes a power battery cooling module, an air conditioning cooling module, and a fuel cell cooling module. The power battery cooling module is connected to the first heat exchanger, the air conditioning cooling module is connected to the second heat exchanger, and the fuel cell cooling module is connected to the third heat exchanger. The target regulating valve (103) includes a first regulating valve disposed before the first heat exchanger, a second regulating valve disposed before the second heat exchanger, and a third regulating valve disposed before the third heat exchanger. The target bypass valve (106) includes a first bypass valve connected in parallel with the first heat exchanger, a second bypass valve connected in parallel with the second heat exchanger, and a third bypass valve connected in parallel with the third heat exchanger.

3. The system according to claim 1, characterized in that, The system (100) also includes a pressure recovery module (108) connected between the liquid hydrogen vaporization module (107) and the fuel cell, the pressure recovery module (108) including an expander generator set; The liquid hydrogen vaporization module (107) is used to convert the liquid hydrogen output from the liquid hydrogen storage module (102) and / or the target heat exchanger (104) into gaseous hydrogen. The pressure recovery module (108) is used to receive gaseous hydrogen output from the liquid hydrogen vaporization module (107), and to expand the gaseous hydrogen through the expander generator set to generate electricity, and then input the expanded gaseous hydrogen into the fuel cell.

4. A method for controlling a vehicle, characterized in that, The method, applied to the control system of the vehicle according to any one of claims 1 to 3, comprises: Obtain vehicle operating conditions, ambient temperature, and target thermal management requirements of the target cooling module; Based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve; Based on the first and second adjustment openings, the liquid hydrogen output from the liquid hydrogen storage module is controlled to be input into the vehicle's fuel cell through the first hydrogen pipeline and / or the second hydrogen pipeline, so that the fuel cell can react and generate electricity.

5. The method according to claim 4, characterized in that, The target thermal management requirement is used to characterize the thermal load of the target cooling module. Determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirement includes: When the ambient temperature meets the preset temperature conditions, the total amount of cold energy released during the vaporization process of liquid hydrogen in the vehicle is determined according to the vehicle's operating conditions. Based on the total amount of cold energy released and the heat load of the target cooling module, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

6. The method according to claim 5, characterized in that, The vehicle operating conditions include the liquid hydrogen outlet temperature and the liquid hydrogen outlet flow rate. Determining the total cold energy released during the vaporization process of the liquid hydrogen in the vehicle based on these vehicle operating conditions includes: Based on the liquid hydrogen outlet flow rate, determine the latent heat of vaporization energy of the liquid hydrogen in the vehicle during the vaporization process; Based on the liquid hydrogen outlet temperature, determine the sensible heat energy of vaporization of the liquid hydrogen in the vehicle during the vaporization process; The total amount of cold energy released is determined based on the latent heat energy of vaporization and the sensible heat energy of vaporization.

7. The method according to claim 5, characterized in that, The step of determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the total amount of cold energy released and the heat load of the target cooling module includes: The target cooling capacity to be allocated to the target cooling module is determined based on the total amount of cold energy released and the heat load of the target cooling module. Based on the target cooling capacity, determine the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve.

8. The method according to claim 4, characterized in that, The step of determining the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements includes: Based on the vehicle operating conditions, the ambient temperature, and the target thermal management requirements of the target cooling module, the target control mode corresponding to the vehicle is determined, and based on the target control mode, the first adjustment opening of the target regulating valve and the second adjustment opening of the target bypass valve are determined.

9. The method according to claim 4, characterized in that, The method further includes: converting the liquid hydrogen output from the liquid hydrogen storage module and / or the target heat exchanger into gaseous hydrogen; receiving the gaseous hydrogen output from the liquid hydrogen vaporization module, expanding the gaseous hydrogen to generate electricity, and inputting the expanded gaseous hydrogen into the fuel cell.

10. A vehicle, characterized in that, The control system of the vehicle included in any one of claims 1 to 3 above.

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