WO2021184490A1 - 燃料电池汽车多环境综合热管理方法 - Google Patents

燃料电池汽车多环境综合热管理方法 Download PDF

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Publication number
WO2021184490A1
WO2021184490A1 PCT/CN2020/086970 CN2020086970W WO2021184490A1 WO 2021184490 A1 WO2021184490 A1 WO 2021184490A1 CN 2020086970 W CN2020086970 W CN 2020086970W WO 2021184490 A1 WO2021184490 A1 WO 2021184490A1
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Prior art keywords
fuel cell
temperature
valve
thermal management
water pump
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PCT/CN2020/086970
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English (en)
French (fr)
Inventor
李建秋
刘慧泽
徐梁飞
胡尊严
欧阳明高
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Tsinghua University
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Tsinghua University
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Publication of WO2021184490A1 publication Critical patent/WO2021184490A1/zh
Priority to US17/494,841 priority Critical patent/US11309559B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • H01M8/04358—Temperature; Ambient temperature of the coolant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/02—Heating, cooling or ventilating devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant
    • B60H1/143—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/22—Heating, cooling or ventilating devices the heat source being other than the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters
    • B60H1/2218—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters controlling the operation of electric heaters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
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    • B60—VEHICLES IN GENERAL
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
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    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
    • H01M8/04302—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04701—Temperature
    • H—ELECTRICITY
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    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04701—Temperature
    • H01M8/04723—Temperature of the coolant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/22—Heating, cooling or ventilating devices the heat source being other than the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters
    • B60H1/2221—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters arrangements of electric heaters for heating an intermediate liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02E60/30—Hydrogen technology
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions

  • This application relates to the technical field of new energy vehicles, and in particular to a method for comprehensive thermal management of fuel cell vehicles in multiple environments.
  • the working environment temperature has a great influence on the performance of the fuel cell.
  • the traditional fuel cell vehicle thermal management method only considers the cooling and heat dissipation of the fuel cell, and does not fully utilize the waste heat generated during the operation of the fuel cell. Or, only use the waste heat of the fuel cell to heat the entire vehicle, without considering issues such as power battery insulation. Therefore, through the traditional fuel cell vehicle thermal management method, the temperature control of the fuel cell system is unstable and inaccurate, and the energy consumption of the whole vehicle is relatively high, and the economic and practicality is poor.
  • the fuel cell vehicle multi-environment comprehensive thermal management method is applied to a fuel cell thermal management subsystem.
  • the fuel cell thermal management subsystem includes a fuel cell system, a first water pump, a first valve, a first heater, a second valve, a first radiator, and a first water tank.
  • the fuel cell system has a coolant inlet and a coolant outlet.
  • the cooling liquid inlet is connected to the output end of the first heater.
  • the input end of the first heater is connected to the first end of the first valve.
  • the second end of the first valve is connected with the output end of the first water pump.
  • the input end of the first water pump is connected with the cooling liquid outlet.
  • the coolant inlet is connected to the output end of the first radiator, the input end of the first radiator is connected to the first end of the second valve, and the second end of the second valve is connected to the first end of the first valve.
  • the first heater, the first valve, the first water pump, and the fuel cell system form a small circulation system.
  • the first radiator, the second valve, the first valve, the first water pump, and the fuel cell system form a large circulation system.
  • the fuel cell vehicle multi-environment comprehensive thermal management method includes:
  • controlling the fuel cell vehicle enters a first control mode
  • the first control mode includes:
  • the feedforward control is compensated, and the fuel cell temperature of the fuel cell system is controlled to reach the fuel cell target temperature T 2 .
  • the present application discloses the above-mentioned fuel cell vehicle multi-environment comprehensive thermal management method.
  • the first environmental temperature threshold T 1 is the environmental temperature threshold for heat preservation of the power battery or heating of the cabin.
  • the pump speed n pump , the opening degree ⁇ , and the fan switch u fan can be combined arbitrarily, and the feedforward control can be performed for one, two or three parameters together. According to real-time detection of the current ambient temperature T and comparison with the first ambient temperature threshold T 1 , the temperature state of the fuel cell vehicle can be obtained in real time, so as to enter the corresponding control mode.
  • the working status of the first water pump, the first valve and the first radiator in the fuel cell thermal management subsystem can be obtained in real time. And according to the working status of the first water pump, the first valve and the first radiator, it is controlled by the multi-environment comprehensive thermal management method of the fuel cell vehicle.
  • the feedforward control can be compensated, and the fuel cell temperature of the fuel cell system can be controlled to reach the fuel cell target temperature T 2 .
  • the multi-environment comprehensive thermal management method for fuel cell vehicles can ensure that the fuel cell temperature of the fuel cell system is controlled at the fuel cell target temperature T 2 , so that the temperature is maintained within a proper range, and the stability and accuracy of temperature control are ensured sex.
  • Figure 1 is a schematic diagram of the structure of the integrated thermal management system provided by this application.
  • Fig. 2 is a schematic diagram of the structure of the large cycle system and the small cycle system of the fuel cell thermal management subsystem provided by this application.
  • the fuel cell vehicle multi-environment comprehensive thermal management method is applied to a fuel cell vehicle.
  • the fuel cell vehicle includes an integrated thermal management system 100.
  • the integrated thermal management system 100 includes a fuel cell thermal management subsystem 10, a power battery thermal management subsystem 20, a cabin warm air heating subsystem 30, and a heat exchange subsystem 40.
  • the fuel cell thermal management subsystem 10 includes a fuel cell system 110, a first water pump 120, a first valve 130, a first heater 140, a second valve 150, a first radiator 160 and a first water tank 170.
  • the fuel cell system 110 has a cooling liquid inlet 111 and a cooling liquid outlet 112.
  • the cooling liquid inlet 111 is connected to the output end of the first heater 140.
  • the input end of the first heater 140 is connected to the first end of the first valve 130.
  • the second end of the first valve 130 is connected to the output end of the first water pump 120.
  • the input end of the first water pump 120 is connected to the coolant outlet 112.
  • the cooling liquid inlet 111 is connected to the output end of the first radiator 160.
  • the input end of the first radiator 160 is connected to the first end of the second valve 150.
  • the second end of the second valve 150 is connected to the third end of the first valve 130.
  • the first heater 140, the first valve 130, the first water pump 120, and the fuel cell system 110 form a small circulation system.
  • the first radiator 160, the second valve 150, the first valve 130, the first water pump 120, and the fuel cell system 110 form a large circulation system.
  • the power battery thermal management subsystem 20 includes a power battery 210, a second water pump 220, a fourth valve 230, a second radiator 240, a second heater 250, a third valve 260 and a fifth valve 270.
  • the cabin warm air heating subsystem 30 includes a heater 310, a defroster 320, a third heater 330, a third water pump 340 and a radiator module 350.
  • the heat exchange subsystem 40 includes a heat exchanger 410 and a sixth valve 420.
  • the first end of the sixth valve 420 is connected to the third end of the first valve 130.
  • the second end of the sixth valve 420 is connected to the first inlet 411 of the heat exchanger 410.
  • the first outlet 412 of the heat exchanger 410 is connected to the input end of the first radiator 160.
  • the second inlet 414 of the heat exchanger 410 is connected to the input end of the second heater 250.
  • the coolant outlet of the power battery 210 is connected to the input of the second heater 250.
  • the output end of the second heater 250 is connected to the first end of the third valve 260.
  • the second end of the third valve 260 is connected to the input end of the second water pump 220.
  • the output end of the second water pump 220 is connected to the coolant inlet of the power battery 210.
  • the input end of the second radiator 240 is connected to the coolant outlet of the power battery 210.
  • the output end of the second radiator 240 is connected to the first end of the fourth valve 230.
  • the second end of the fourth valve 230 is connected to the input end of the second water pump 220.
  • the second end of the third valve 260 is connected to the first end of the fifth valve 270.
  • the second outlet 413 of the heat exchanger 410 is connected to the input end of the third water pump 340.
  • the output end of the third water pump 340 is connected to the input end of the third heater 330.
  • the output terminal of the third heater 330 is connected to the input terminal of the defroster 320.
  • the output end of the defroster 320 is connected to the input end of the driver heater 310.
  • the output terminal of the driver heater 310 is connected to the input terminal of the radiator module 350.
  • the output end of the radiator module 350 is connected to the second end of the fifth valve 270.
  • the fuel cell vehicle multi-environment comprehensive thermal management method includes:
  • controlling the fuel cell vehicle enters a first control mode
  • the first control mode includes:
  • the feedforward control is compensated, and the fuel cell temperature of the fuel cell system 110 is controlled to reach the fuel cell target temperature T 2 ;
  • the fuel cell vehicle is controlled to enter the second control mode.
  • the first ambient temperature threshold T 1 is an ambient temperature threshold for keeping the power battery warm or heating the cabin.
  • the water pump rotation speed n pump , the opening degree ⁇ , and the fan switch u fan can be combined arbitrarily, and can be one, two or three parameters to perform feedforward control together.
  • the temperature state of the fuel cell vehicle can be obtained in real time, so as to enter the corresponding control mode.
  • the working status of the first water pump 120, the first valve 130 and the first radiator 160 in the fuel cell thermal management subsystem 10 can be obtained in real time.
  • the fuel cell vehicle is controlled by the multi-environment comprehensive thermal management method.
  • the feedforward control can be compensated, and the fuel cell temperature of the fuel cell system 110 can be controlled to reach the fuel cell target temperature T 2 .
  • the multi-environment comprehensive thermal management method for fuel cell vehicles can ensure that the fuel cell temperature of the fuel cell system 110 is controlled at the fuel cell target temperature T 2 , so that the temperature is maintained within an appropriate range, and the stability and temperature control are ensured. Accuracy.
  • the first control mode further includes obtaining relevant parameters such as the power of the first heater 140 and/or the fan speed of the first radiator 160 to realize feedforward control.
  • the control of the fuel cell vehicles into the first control mode.
  • the first control mode in the fuel cell vehicle multi-environment integrated thermal management method is used to control the temperature of the fuel cell thermal management subsystem 10 during operation to maintain a proper range to ensure the stability and accuracy of the control sex.
  • the power system is the driving system of a fuel cell vehicle.
  • the current ambient temperature T is detected to determine which control mode the integrated thermal management system 100 is in.
  • the current ambient temperature T is not less than the first temperature threshold value T 1
  • the operating environment at room temperature this time using a first control mode.
  • the current ambient temperature T is lower than the first temperature threshold value T 1
  • the instructions at this time the current external ambient temperature is low
  • the integrated thermal management system 100 uses a second control mode.
  • Different control strategies and optimization goals are used in different control modes. Among them, the optimization goal of the control strategy in the first control mode is to ensure the stability and accuracy of the temperature control.
  • the optimization goal of the second control mode control strategy is the energy consumption of the entire vehicle, that is, to reduce the energy consumption of the entire vehicle while ensuring the fuel cell system and the temperature in the cabin.
  • the heat exchange subsystem 40 is closed, that is, the sixth valve 420 is closed, and all the coolant passes through the bypass where the second valve 150 is located.
  • the fuel cell thermal management subsystem 10 works independently, and the simplified structure is shown in FIG. 2.
  • the first control mode further includes:
  • the fuel cell target temperature T 2 is generally the target operating temperature of the fuel cell between 65°C and 85°C. When the actual fuel cell temperature T fc is less than the fuel cell target temperature T 2 , the fuel cell needs to be heated to the target operating temperature.
  • the first valve 130 is a three-way valve or a thermostat, which controls the coolant to always flow through the small circulation system. The heat generated during the operation of the fuel cell is used to quickly heat the stack.
  • the vehicle air-conditioning system is an air-conditioning system installed on a fuel cell vehicle.
  • control reduces the fuel cell operating current of the fuel cell system 110 and increases the fuel cell operating voltage of the fuel cell system 110.
  • the power system and the integrated thermal management system 100 are coordinated to reduce the working current of the fuel cell, increase the working voltage, and improve the efficiency of the fuel cell, thereby reducing the energy consumption of the entire vehicle and improving economy.
  • the heat generation power of the fuel cell can be calculated by formula (1):
  • P heat, fc are the heat generation power of the fuel cell stack
  • N cell is the number of cells in the stack
  • Enernst is the Nernst voltage
  • V stack and I stack are the voltage and current of the stack, respectively.
  • reducing the working current and increasing the working voltage can reduce the heat production of the fuel cell and improve the efficiency of the fuel cell, that is, the chemical energy in the reactants is more converted into electrical energy instead of thermal energy.
  • the working current is reduced and the working voltage is increased, the output power of the fuel cell will decrease. Therefore, the required power during the driving of the whole vehicle is more provided by the power battery system.
  • the reduction in heat production of the fuel cell system can reduce the heat dissipation of the fuel cell cooling system formed by the fuel cell thermal management subsystem 10 and the energy consumption of the on-board air conditioning system, thereby reducing the energy consumption of the entire vehicle and increasing the driving range of the vehicle.
  • feedforward control is performed according to the rotation speed of the water pump n pump and/or the opening degree ⁇ and/or the fan switch u fan to control the fuel cell temperature of the fuel cell system 110 to reach the fuel cell target
  • the temperature T 2 includes:
  • the coolant mass flow rate W w is obtained through the water pump model
  • the outlet coolant temperature of the first radiator 160 is obtained through the radiator fan model as T w,rad,out ;
  • the mixing point cooling liquid temperature T w,m is obtained through the cooling liquid mixing model
  • the mixing point is controlled through the water pump model, the radiator fan model, and the coolant mixing model
  • the coolant temperature T w,m reaches the target temperature T 2 of the fuel cell.
  • the first valve 130 when the fuel cell vehicle is running stably, the first valve 130 (three-way valve or thermostat) can control the proportion of the coolant flowing through the large circulation system and the small circulation system.
  • the temperature of the fuel cell system is regulated by controlling the speed of the first water pump 120, the opening of the first valve 130 (three-way valve or thermostat), and the fan switch of the first radiator 160.
  • the feedforward control is performed to make the fuel cell system temperature quickly reach the fuel cell target temperature T 2 .
  • the water pump model has formulas (2) to (5).
  • h out h(p 2 ,T 2 ) ⁇ Q V +T rq ⁇ n pump (4)
  • the input variable is the rotation speed n pump of the water pump (ie, the first water pump 120), which is set to a fixed displacement D, and the volume flow rate of the water pump is Q v as shown in formula (2).
  • the inlet enthalpy flow rate h in and the outlet enthalpy flow rate h out are shown in formula (3) and formula (4).
  • ⁇ is the density of the coolant
  • p 1 is the pressure of the coolant at the inlet of the water pump
  • T 1 is the temperature of the coolant at the inlet of the water pump
  • h(p 1 , T 1 ) is the enthalpy per unit mass of the inlet coolant
  • p 2 is the outlet coolant of the water pump
  • T 2 is the temperature of the coolant at the outlet of the water pump
  • h(p 2 , T 2 ) is the enthalpy per unit mass of the outlet coolant
  • T rq is the torque of the water pump motor.
  • the volume flow rate of the water pump is obtained as Q v .
  • the mass flow rate W w of the coolant is obtained.
  • the radiator fan model is formula (6) ⁇ (7).
  • the first radiator 160 has a certain volume, and it takes a relatively long time for the cooling liquid to flow through the radiator.
  • the time delay is constant and is related to the coolant flow rate and the radiator volume, that is, the time required for the coolant to flow through the radiator. Since the overall specific heat capacity of the radiator is relatively large, the cooling fluid flowing through the radiator needs to be affected by the heat capacity effect, that is, there will be a temperature filtering effect. As shown in formula (6).
  • the temperature of the coolant at the inlet of the radiator (first radiator 160) is T w,rad,in , the temperature drop caused by the cooling fan is ⁇ T, and the temperature of the coolant at the outlet of the radiator is T w,rad,out ,m rad represents the quality of the cooling liquid in the radiator, k rad is the heat dissipation coefficient of the radiator, W w is the mass flow of the cooling liquid, C w is the specific heat capacity of the cooling liquid, T atm is the ambient temperature, u fan represents the fan status, 1 The fan is turned on, and 0 means the fan is turned off. From th rad to t represents the total time of forced cooling of the coolant through the radiator.
  • the outlet coolant temperature of the first radiator 160 is obtained as T w,rad,out through the radiator fan model.
  • the cooling liquid mixing model is formula (8) ⁇ (9).
  • the flow rate of the coolant in the large and small cycles is determined by the opening ⁇ of the three-way valve or the thermostat.
  • the coolant flow rate in the small circulation system is ⁇ W w
  • the coolant flow rate in the large circulation system is (1- ⁇ )W w .
  • the cooling liquids of the large and small circulations are mixed.
  • the temperature of the coolant in the large circulation system is equal to the temperature of the coolant from the radiator.
  • the coolant temperature of the small circulation system needs to be recalculated. Because the pipeline is relatively long and there are heat capacities such as heaters and water pumps on the way through, the temperature change of the cooling liquid in the small cycle at the mixing point can be calculated by the following formula.
  • T w,m [ ⁇ W w ⁇ T w,s +(1- ⁇ )W w ⁇ T w,rad,out ]/W w (9)
  • P a the heating power of the first heater 140
  • C 1 represents the total heat capacity of all components flowing through the coolant from the stack outlet to the mixing point
  • T w,out is the coolant temperature at the stack outlet
  • T w , s is the temperature of the cooling liquid in the small circulation system
  • T w, m is the temperature of the cooling liquid at the mixing point.
  • T w,m is the temperature of the cooling liquid at the mixing point, which can also be understood as the temperature of the cooling liquid entering the fuel cell.
  • the enthalpy value of the coolant entering and exiting the fuel cell can be obtained when the coolant temperature and pressure of the coolant inlet 111 and the coolant outlet 112 are known. Among them, the volumetric flow rate of the cooling liquid is obtained by formula (2).
  • the thermal model of the fuel cell stack is:
  • the isothermal bulk elastic modulus and isobaric thermal expansion coefficient are the physical characteristics of the coolant
  • ⁇ , p, T, h are the density, pressure, temperature and enthalpy of the coolant in the coolant cavity of the fuel cell stack
  • V is The volume of the cavity
  • c p is the heat capacity of the cooling liquid.
  • P heat, fc is the heat produced by the fuel cell, which is calculated by formula (1).
  • ⁇ dm i is the sum of inlet and outlet mass flow
  • ⁇ dmh i is the sum of inlet and outlet enthalpy.
  • the temperature in the coolant cavity of the fuel cell stack can be obtained, that is, the actual temperature T fc of the fuel cell.
  • the actual temperature inside the fuel cell stack can also be obtained by setting temperature sensors at the locations of the coolant inlet 111 and the coolant outlet 112 to obtain the coolant inlet. 111 and the coolant temperature of the coolant outlet 112.
  • the average value of the inlet and outlet temperatures of the coolant is used as the temperature inside the fuel cell stack, that is, the actual temperature of the fuel cell T fc .
  • the first control mode further includes:
  • the mixing point cooling liquid temperature T w,m is compensated to reach the fuel cell target temperature T 2 .
  • feedback control is performed according to the difference between the actual fuel cell temperature T fc and the fuel cell target temperature T 2 to precisely regulate the system temperature.
  • the control law of feedback control can be a PID control algorithm, or a feedback control law can be designed based on modern control algorithms, such as PID control algorithm or robust predictive control algorithm or H ⁇ algorithm.
  • a compensation value of the control quantity is calculated according to the difference between the actual temperature T fc of the fuel cell and the target temperature T 2 of the fuel cell.
  • the first control mode in the normal temperature environment, there is no need for heat preservation and heating in the power battery and the cabin. Both the fuel cell system and the power battery system perform heat dissipation in the usual way, the heating loop is closed, and the control method of feedforward control and feedback control is adopted. , To ensure the stability and accuracy of temperature control.
  • the first control mode if the ambient temperature is high, the current of the fuel cell is reduced and the operating voltage is increased, so as to improve the efficiency of the fuel cell and reduce the heat generation of the fuel cell.
  • control is performed according to the water pump speed n pump and/or opening degree ⁇ and/or fan switch u fan , combined with the component MAP diagram calibrated in advance instead of the model, so that the mixing point coolant temperature T w,m reaches Fuel cell target temperature T 2 .
  • the second control mode further includes:
  • the small circulation system is controlled to work, and the first heater 140, the second heater 250, and the third heater 330 are controlled to perform heating;
  • the sixth valve 420 is opened.
  • the start-up process of a fuel cell vehicle can be divided into multiple stages.
  • the ambient temperature is extremely low and the heat generated by the fuel cell system 110 is less than the heat dissipation to the external environment, the fuel cell cannot rely on its own heat generation to start.
  • the coolant flows through the small circulation system and relies on the first heater 140 for heating .
  • the power battery thermal management subsystem 20 also uses the second heater 250 for rapid heating and heat preservation through the small circulation system, and the third heater 330 is used for heating in the cabin.
  • the sixth valve 420 before opening the heat exchanger is opened.
  • the coolant flows through the heat exchanger 410 to exchange heat with the cabin warm air heating subsystem 30.
  • the temperature in the compartment gradually rises.
  • the coolant flowing through the defroster 320 and the radiator module 350 then heats the power battery system.
  • the control of the fuel cell vehicles into a second control mode when the current ambient temperature T is lower than the first temperature threshold value T 1, the control of the fuel cell vehicles into a second control mode.
  • the second control mode includes:
  • the required heating amount Q T,tgt in the cabin is obtained when the cabin temperature is constant, and the thermal balance model is
  • c p is the specific heat capacity of the air in the cabin
  • ⁇ g is the density of the air in the cabin
  • V cabin is the cabin volume
  • T cabin is the cabin temperature
  • Q T is the heat provided by the heat exchanger 410 to the cabin
  • Q B In order to transfer the heat into the cabin through the car body envelope structure, Q W is the heat that enters the cabin through each glass surface, Q E is the heat transferred into the cabin from the power cabin, and Q V is the heat leaked into the cabin from the outside due to poor ventilation and sealing.
  • Q p is the heat emitted by the occupant;
  • ⁇ is the density of the cooling liquid
  • C w is the specific heat capacity of the cooling liquid
  • T w,out is the cooling liquid temperature of the cooling liquid outlet 112
  • T h,fc,out is the second outlet 413 of the heat exchanger 410
  • ⁇ 1 and ⁇ 2 are the opening degrees of the sixth valve 420 and the second valve 150, respectively, and f( ⁇ 1 , ⁇ 2 ) is a function of ⁇ 1 and ⁇ 2 and is related to the size of the valve and the pipeline.
  • the coolant at the outlet of the fuel cell thermal management subsystem 10 exchanges heat with the heating system.
  • the waste heat of the fuel cell system is used to heat the cabin and the power battery system to reduce the energy consumption of the entire vehicle.
  • the two systems are coupled together through the heat exchanger 410 at the same time. Firstly, the heat exchange amount is estimated through the heat balance model and the flow rate of the coolant flowing through the heat exchanger 410 is controlled. Then use feedback control to control the fuel cell and the temperature in the cabin to ensure the stability and accuracy of the control.
  • the heat produced by the fuel cell is calculated by the formula (1), namely P heat,fc .
  • the heat exchange between the cabin and the outside in the heat balance model includes three methods: heat conduction, convection and radiation, and the source of heat in the cabin is the heating of the integrated thermal management system 100.
  • the required heating amount Q T,tgt in the steady state that is, the cabin temperature is constant, is calculated.
  • the coolant flow rate Q h,fc of the large circulation system in the fuel cell cooling system can be calculated.
  • the flow of the large and small circulation system is controlled by the thermostat 130, and the flow through the heat exchanger 410 needs to be controlled by two valves of the main circuit and the bypass. That is, the bypass valve is the second valve 150, and the main valve is the sixth valve 420. Because the flow resistance of the heat exchanger 410 is much greater than the flow resistance of the pipeline, the sixth valve 420 is directly opened after entering the heating stage, and the flow can be controlled by adjusting the opening degree of the second valve 150. In this embodiment, when the coolant flow is controlled according to the opening degree of the sixth valve 420 and the opening degree of the second valve 150, the control is performed by the sliding mode control algorithm. The total flow of the two branches is the coolant flow Q h,fc in the large circulation system. Then, the flow rate Q 1 flowing through the heat exchanger 410 is the formula (12).
  • the fuel cell thermal management subsystem 10 controls the total coolant flow through the first water pump 120.
  • the opening degree of the first valve 130 (three-way valve or thermostat) is used to control the ratio of the flow through the large circulation system and the small circulation system to adjust the fuel cell stack temperature at a set value.
  • the adjustment of the first valve 130 (three-way valve or thermostat) is controlled by a PID controller.
  • the third heater 330 in the cabin warm air heating subsystem 30 is used to dynamically feedback and adjust the temperature in the cabin, and the flow rate and heat exchange amount of the heat exchanger 410 are controlled at relatively stable values.
  • the fuel cell power is small, and the available energy in the waste heat is less.
  • the power of the fuel cell system is increased to provide electrical energy, and the vehicle heating system is used for heating.
  • the second control mode further includes:
  • the second control mode further includes:
  • the feedforward power of the third heater 330 is compensated according to the feedback power compensation amount to obtain the power of the third heater 330.
  • the heat provided by the third heater 330 can be obtained, and thus the third heater 330 can be obtained.
  • the feedforward power by subtracting the heat Q T provided by the heat exchanger 410 into the vehicle compartment according to the required heating amount Q T,tgt in the vehicle compartment, the heat provided by the third heater 330 can be obtained, and thus the third heater 330 can be obtained.
  • the feedforward power by subtracting the heat Q T provided by the heat exchanger 410 into the vehicle compartment according to the required heating amount Q T,tgt in the vehicle compartment, the heat provided by the third heater 330 can be obtained, and thus the third heater 330 can be obtained.
  • the feedforward power by subtracting the heat Q T provided by the heat exchanger 410 into the vehicle compartment according to the required heating amount Q T,tgt in the vehicle compartment.
  • the feedback control process in this embodiment is the same as the principle of feedback control based on the deviation between the actual fuel cell temperature T fc and the target temperature T 2 of the fuel cell in the foregoing embodiment.
  • the feedback control is performed according to the deviation between the actual temperature of the fuel cell and the target temperature of the fuel cell, and the feedback power compensation amount is obtained.
  • the power of the third heater 330 after the feedforward+feedback control can be obtained.
  • the second control mode further includes:
  • the feedforward opening degree of the first valve 130 is compensated according to the feedback opening degree compensation amount, and the opening degree of the first valve 130 is obtained.
  • the flow rate of the coolant in the large and small cycles is determined by the opening degree ⁇ of the three-way valve or the thermostat.
  • the coolant flow rate in the small circulation system is ⁇ W w
  • the feedback control process in this embodiment is the same as the principle of feedback control based on the deviation between the actual fuel cell temperature T fc and the target temperature T 2 of the fuel cell in the foregoing embodiment.
  • the difference that is, the deviation
  • the feedback control is performed to obtain the feedback opening compensation amount.
  • the opening degree of the first valve 130 after the feedforward + feedback control can be obtained.
  • the feedforward and feedback control methods it is possible to reduce the energy consumption of the vehicle and increase the driving range of the vehicle while ensuring the temperature of the fuel cell system and the cabin.
  • the component MAP diagram calibrated in advance is used to replace the model for control, so as to realize the feedforward control in the second control mode.
  • feedback control is performed by PID control algorithm, robust predictive control algorithm or H ⁇ control algorithm.
  • the feedback control law involved in the first control mode and the second control mode may adopt a PID control algorithm, or a robust predictive control algorithm or an H ⁇ control algorithm.
  • the multi-environment comprehensive thermal management method of the fuel cell vehicle described in the above embodiment different control modes can be adopted for different environmental temperatures.
  • the normal temperature environment mode that is, the first control mode
  • the accuracy and stability of the temperature control can be ensured through the feedforward control and feedback control methods.
  • the second control mode the high temperature environment mode
  • the power system coordinated control is adopted to reduce the fuel cell operating current and improve the fuel cell efficiency to reduce the heat generation of the fuel cell system and solve the problem of high heat dissipation pressure of the cooling system in the high temperature environment.
  • the low temperature environment mode makes full use of the waste heat of the fuel cell system 110, which reduces the energy consumption of the entire vehicle while ensuring the temperature of the fuel cell system 110 and the cabin.
  • the multi-environment comprehensive thermal management method for fuel cell vehicles of the present application can ensure the accuracy and stability of the temperature control of the fuel cell system, and greatly reduce the energy consumption of the entire vehicle. , Improve the economy of the vehicle and increase the driving range.

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Abstract

一种燃料电池汽车多环境综合热管理方法，可实现在复杂多变的环境下，保证燃料电池系统（110）温度控制的精确性和稳定性，降低整车的能耗，提高整车的经济性。

Description

燃料电池汽车多环境综合热管理方法
相关申请
本申请要求2020年3月20日申请的，申请号为202010199241.9，名称为“燃料电池汽车多环境综合热管理方法的中国专利申请的优先权，在此将其全文引入作为参考。
技术领域
本申请涉及新能源汽车技术领域，特别是涉及一种燃料电池汽车多环境综合热管理方法。
背景技术
近年来，新能源汽车快速发展，其中燃料电池因其高效、清洁、无污染等优点受到广泛关注，在交通运输领域具有广阔的发展前景。尤其在商用车领域，燃料电池汽车和纯电动汽车相比具有更长的续驶里程。但与传统内燃机汽车相比，燃料电池的工作温度相对较低，依靠环境进行温差散热的压力大，因此燃料电池汽车在热管理方面仍面临较大挑战。
其中，工作环境温度对燃料电池的性能有很大影响。然而，在面对不同的工作环境时，传统的燃料电池汽车热管理方法仅考虑燃料电池的冷却散热，未充分利用燃料电池工作时产生的余热。或者，仅利用燃料电池的余热为整车进行供暖，没有考虑动力电池保温等问题。因此，通过传统的燃料电池汽车热管理方法，使得燃料电池系统温度控制不稳定、不精确，且整车能耗较高，经济实用性差。
申请内容
有鉴于此，本申请公开一种燃料电池汽车多环境综合热管理方法。所述燃料电池汽车多环境综合热管理方法应用于燃料电池热管理子系统。所述燃料电池热管理子系统包括燃料电池系统、第一水泵、第一阀门、第一加热器、第二阀门、第一散热器以及第一水箱。所述燃料电池系统具有冷却液入口与冷却液出口。所述冷却液入口与所述第一加热器输出端连接。所述第一加热器输入端与所述第一阀门第一端连接。所述第一阀门第二端与所述第一水泵输出端连接。所述第一水泵输入端与所述冷却液出口连接。所述冷却液入口与所述第一散热器输出端连接，所述第一散热器输入端与所述第二阀门第一端连接，所述第二 阀门第二端与所述第一阀门第三端连接。所述第一加热器、所述第一阀门、所述第一水泵以及所述燃料电池系统形成小循环系统。所述第一散热器、所述第二阀门、所述第一阀门、所述第一水泵以及所述燃料电池系统形成大循环系统。
所述燃料电池汽车多环境综合热管理方法包括：
检测当前环境温度T；
当所述当前环境温度T不小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第一控制模式；
所述第一控制模式包括：
获取所述第一水泵的水泵转速n pump和/或所述第一阀门的开度α和/或所述第一散热器的风扇开关u fan；
根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制；
检测所述燃料电池系统的当前燃料电池实际温度T fc，根据所述燃料电池实际温度T fc与所述燃料电池目标温度T 2的偏差量进行反馈控制，获得补偿量；
根据所述补偿量，对前馈控制进行补偿，控制所述燃料电池系统的燃料电池温度达到燃料电池目标温度T 2。
本申请公开一种上述燃料电池汽车多环境综合热管理方法，第一环境温度阈值T 1为动力电池保温或车厢供暖的环境温度阈值。水泵转速n pump、开度α、风扇开关u fan之间可以任意组合，可以为一个、二个或者三个参数共同进行前馈控制。根据实时检测当前环境温度T，并与第一环境温度阈值T 1进行比较，可以实时获知所述燃料电池汽车的温度状态，以便进入相应的控制模式。同时，根据燃料电池热管理子系统形成的燃料电池冷却系统，可以实时获取燃料电池热管理子系统中第一水泵、第一阀门以及第一散热器的工作状态。并根据第一水泵、第一阀门以及第一散热器的工作状态，通过燃料电池汽车多环境综合热管理方法进行控制。并且，通过实时监测当前燃料电池实际温度T fc，并与燃料电池目标温度T 2进行比较，获知偏差量，对前馈控制进行补偿。从而，采用反馈控制的控制方式，可以对前馈控制进行补偿，控制所述燃料电池系统的燃料电池温度达到燃料电池目标温度T 2。因此，通过燃料电池汽车多环境综合热管理方法可以保证所述燃料电池系统的燃料电池温度控制在燃料电池目标温度T 2，使得温度维持在合适的范围内，确保了温度控制的稳定性和精确性。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据公开的附图获得其他的附图。
图1为本申请提供的一体化热管理系统的结构示意图。
图2为本申请提供的燃料电池热管理子系统的大循环系统和小循环系统的结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
为了使本申请的目的、技术方案及优点更加清楚明白，以下通过实施例，并结合附图，对本申请进行进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请。
请参见图1，本申请提供一种燃料电池汽车多环境综合热管理方法。所述燃料电池汽车多环境综合热管理方法应用于燃料电池汽车。所述燃料电池汽车包括一体化热管理系统100。所述一体化热管理系统100包括燃料电池热管理子系统10、动力电池热管理子系统20、车舱暖风加热子系统30以及热交换子系统40。所述燃料电池热管理子系统10包括燃料电池系统110、第一水泵120、第一阀门130、第一加热器140、第二阀门150、第一散热器160以及第一水箱170。所述燃料电池系统110具有冷却液入口111与冷却液出口112。所述冷却液入口111与所述第一加热器140输出端连接。所述第一加热器140输入端与所述第一阀门130第一端连接。所述第一阀门130第二端与所述第一水泵120输出端连接。所述第一水泵120输入端与所述冷却液出口112连接。
所述冷却液入口111与所述第一散热器160输出端连接。所述第一散热器160输入端与所述第二阀门150第一端连接。所述第二阀门150第二端与所述第一阀门130第三端连接。所述第一加热器140、所述第一阀门130、所述第一水泵120以及所述燃料电池系统110形成小循环系统。所述第一散热器160、所述第二阀门150、所述第一阀门130、所述第一水泵120以及所述燃料电池系统110形成大循环系统。
所述动力电池热管理子系统20包括动力电池210、第二水泵220、第四阀门230、第二散热器240、第二加热器250、第三阀门260以及第五阀门270。所述车舱暖风加热子系统30包括取暖器310、除霜器320、第三加热器330、第三水泵340以及散热器模块350。所述热交换子系统40包括换热器410与第六阀门420。
所述第六阀门420第一端与所述第一阀门130第三端连接。所述第六阀门420第二端与所述换热器410的第一入口411连接。所述换热器410第一出口412与所述第一散热器160输入端连接。
所述换热器410第二入口414与所述第二加热器250输入端连接。所述动力电池210冷却液出口与所述第二加热器250输入端连接。所述第二加热器250输出端与所述第三阀门260第一端连接。所述第三阀门260第二端与所述第二水泵220输入端连接。所述第二水泵220输出端与所述动力电池210冷却液入口连接。所述第二散热器240输入端与所述动力电池210冷却液出口连接。所述第二散热器240输出端与所述第四阀门230第一端连接。所述第四阀门230第二端与所述第二水泵220输入端连接。所述第三阀门260第二端与所述第五阀门270第一端连接。
所述换热器410的第二出口413与所述第三水泵340输入端连接。所述第三水泵340输出端与所述第三加热器330输入端连接。所述第三加热器330输出端与所述除霜器320输入端连接。所述除霜器320输出端与所述司机取暖器310输入端连接。所述司机取暖器310输出端与所述散热器模块350输入端连接。所述散热器模块350输出端与所述第五阀门270第二端连接。
所述燃料电池汽车多环境综合热管理方法包括：
检测当前环境温度T；
当所述当前环境温度T不小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第一控制模式；
所述第一控制模式包括：
获取所述第一水泵120的水泵转速n pump和/或所述第一阀门130的开度α和/或所述第一散热器160的风扇开关u fan；
根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制；
检测所述燃料电池系统110的当前燃料电池实际温度T fc，根据所述燃料电池实际温度T fc与所述燃料电池目标温度T 2的偏差量进行反馈控制，获得补偿量；
根据所述补偿量，对前馈控制进行补偿，控制所述燃料电池系统110的燃料电池温度达到燃料电池目标温度T 2；
否则，控制所述燃料电池汽车进入第二控制模式。
本实施例中，所述第一环境温度阈值T 1为动力电池保温或车厢供暖的环境温度阈值。所述水泵转速n pump、所述开度α、所述风扇开关u fan之间可以任意组合，可以为一个、二个或者三个参数共同进行前馈控制。根据实时检测当前环境温度T，并与第一环境温度阈值T 1进行比较，可以实时获知所述燃料电池汽车的温度状态，以便进入相应的控制模式。同时，根据燃料电池热管理子系统10形成的燃料电池冷却系统，可以实时获取燃料电池热管理子系统10中第一水泵120、第一阀门130以及第一散热器160的工作状态。并根据第一水泵120、第一阀门130以及第一散热器160的工作状态，通过燃料电池汽车多环境综合热管理方法进行控制。并且，通过实时监测当前燃料电池实际温度T fc，并与燃料电池目标温度T 2进行比较，获知偏差量，对前馈控制进行补偿。从而，采用反馈控制的控制方式，可以对前馈控制进行补偿，控制所述燃料电池系统110的燃料电池温度达到燃料电池目标温度T 2。因此，通过燃料电池汽车多环境综合热管理方法可以保证所述燃料电池系统110的燃料电池温度控制在燃料电池目标温度T 2，使得温度维持在合适的范围内，确保了温度控制的稳定性和精确性。
在一个实施例中，所述第一控制模式还包括获取第一加热器140功率和/或第一散热器160的风扇转速等相关参数，实现前馈控制。
当所述当前环境温度T不小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第一控制模式。此时，处于常温工作环境，通过燃料电池汽车多环境综合热管理方法中第一控制模式控制燃料电池热管理子系统10运行过程中温度维持在合适的范围内，以保证控制的稳定性和精确性。
当所述当前环境温度T小于所述第一环境温度阈值T 1时，此时，处于寒冷环境，通过燃料电池汽车多环境综合热管理方法中第二控制模式解决燃料电池快速升温启动、动力电池保温和车厢内供暖等问题。当温度逐渐升高后，处于炎热环境，燃料电池系统的散热压力增大，通过燃料电池汽车多环境综合热管理方法控制一体化热管理系统100和动力系统协同控制，进而降低燃料电池的产热量，增加散热功率。其中，动力系统是燃料电池汽车的驱动系统。
首先在燃料电池汽车启动后，检测当前环境温度T，以判断一体化热管理系统100处于哪种控制模式。当所述当前环境温度T不小于所述第一环境温度阈值T 1时，处于常温环境运行，此时采用第一控制模式。当所述当前环境温度T小于所述第一环境温度阈值T 1时，则说明此时外界当前环境温度较低，一体化热管理系统100采用第二控制模式。不同控制模式下采用不同控制策略和优化目标。其中，第一控制模式下控制策略的优化目标为 保证温度控制的稳定性和精确性。第二控制模式控制策略的优化目标为整车能耗，即在保证燃料电池系统和车厢内温度的同时降低整车的能耗。
在第一控制模式下，车厢内和动力电池系统不需要从燃料电池系统获得热量时，热交换子系统40关闭，即第六阀门420关闭，冷却液全部从第二阀门150所在旁路经过。此时，燃料电池热管理子系统10独立工作，简化后的结构如图2所示。
在一个实施例中，所述第一控制模式还包括：
检测当前燃料电池实际温度T fc，当所述燃料电池实际温度T fc小于燃料电池目标温度T 2时，控制所述小循环系统工作；
当所述燃料电池实际温度T fc大于所述燃料电池目标温度T 2时，控制所述大循环系统工作，或者控制减小所述燃料电池系统110的燃料电池工作电流且增大所述燃料电池系统110的燃料电池工作电压。
燃料电池目标温度T 2一般为燃料电池的目标工作温度65℃～85℃。当燃料电池实际温度T fc小于燃料电池目标温度T 2时，燃料电池需要被加热到目标工作温度。第一阀门130为三通阀或节温器，控制冷却液始终从小循环系统流过。利用燃料电池运行时产生的热量，使电堆快速升温。
当燃料电池实际温度T fc达到目标工作温度时，大循环系统开启，第一散热器160可带走多余热量。当燃料电池实际温度T fc较高时，车载空调系统启动制冷。其中，车载空调系统为燃料电池汽车上安装的空调系统。
当燃料电池实际温度T fc大于燃料电池目标温度T 2时，且处于高温环境下，控制减小燃料电池系统110的燃料电池工作电流且增大燃料电池系统110的燃料电池工作电压。此时高温环境下，动力系统与一体化热管理系统100协同控制，减小燃料电池的工作电流，增大工作电压，提高燃料电池的效率，从而可以降低整车能耗，提高经济性。
其中，燃料电池的产热量功率可由公式(1)计算：
P heat,fc＝(N cell·E nernst-V stack)·I stack             (1)
式中，P heat,fc为燃料电池电堆的产热功率，N cell为电堆的单片数量，E nernst为能斯特电压，V stack和I stack分别为电堆的电压和电流。
由公式(1)可知，减小工作电流，增大工作电压，可减少燃料电池的产热，提高燃料电池的效率，即反应物中的化学能更多地转化为电能，而非热能。减小工作电流，增大工作电压的同时，燃料电池的输出功率会下降，因此整车行驶过程中的需求功率更多地由动力电池系统提供。燃料电池系统的产热减少可降低燃料电池热管理子系统10形成的燃 料电池冷却系统的散热和车载空调系统的能耗，从而降低整车的能耗，提高车辆的续驶里程。
在一个实施例中，根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制，控制所述燃料电池系统110的燃料电池温度达到燃料电池目标温度T 2，包括：
根据所述水泵转速n pump，通过水泵模型获得冷却液质量流量W w；
根据所述风扇开关u fan与所述冷却液质量流量W w，通过散热器风扇模型获得所述第一散热器160的出口冷却液温度为T w,rad,out；
根据所述开度α与所述出口冷却液温度为T w,rad,out，通过冷却液混合模型获得混合点冷却液温度T w,m；
根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan，通过所述水泵模型、所述散热器风扇模型以及所述冷却液混合模型，控制所述混合点冷却液温度T w,m达到所述燃料电池目标温度T 2。
本实施例中，当燃料电池汽车稳定运行时，第一阀门130(三通阀或节温器)可控制流经大循环系统、小循环系统的冷却液比例。通过控制第一水泵120转速、第一阀门130(三通阀或节温器)开度、第一散热器160风扇开关等控制变量调控燃料电池系统的温度。
根据水泵模型、散热器风扇模型、冷却液混合模型进行前馈控制，使燃料电池系统温度快速达到燃料电池目标温度T 2。
具体地，水泵模型为公式(2)～(5)。
Q V＝D·n pump           (2)
h in＝h(p 1,T 1)·ρQ V           (3)
h out＝h(p 2,T 2)·ρQ V+T rq·n pump          (4)
T rq＝D·(p 2-p 1)          (5)
水泵模型中，输入变量为水泵(即第一水泵120)的转速n pump，设定为固定排量D，水泵体积流量为Q v公式(2)所示。已知水泵进出口冷却液的压力、温度情况下，进口的焓流率h in和出口的焓流率h out如公式(3)和公式(4)所示。ρ为冷却液密度，p 1为水泵入口冷却液的压力，T 1水泵入口冷却液的温度，h(p 1,T 1)为入口冷却液单位质量的焓值，p 2为水泵出口冷却液的压力，T 2为水泵出口冷却液的温度，h(p 2,T 2)为出口冷却液单位质量的焓值，T rq为水泵电机的转矩。
因此，根据水泵转速n pump，获得水泵体积流量为Q v。根据水泵体积流量为Q v乘以冷 却液密度ρ，获得冷却液质量流量W w。
散热器风扇模型为公式(6)～(7)。
第一散热器160具有一定的体积，冷却液流经散热器需要相对较长的时间。时间延迟为常数，与冷却液流量和散热器容积有关，也即冷却液流经散热器所需的时间。由于散热器的总体比热容相对较大，所以冷却液流经散热器需要受热容效应的影响，即会有温度滤波效果。如公式(6)所示。
Figure PCTCN2020086970-appb-000001
Figure PCTCN2020086970-appb-000002
其中，散热器(第一散热器160)入口的冷却液温度为T w,rad,in，由散热风扇引起的温度降低量为ΔT，散热器出口冷却液温度为T w,rad,out，m rad代表散热器内冷却液的质量，k rad为散热器的散热系数，W w为冷却液的质量流量，C w为冷却液的比热容，T atm为环境温度，u fan代表了风扇状态，1代表风扇打开，0代表风扇关闭。从t-h rad到t代表冷却液通过散热器强制冷却的总时间。
因此，根据所述风扇开关u fan与所述冷却液质量流量W w，通过散热器风扇模型获得所述第一散热器160的出口冷却液温度为T w,rad,out。
冷却液混合模型为公式(8)～(9)。
大小循环中冷却液的流量由三通阀或节温器的开度α决定。小循环系统中冷却液流量为αW w，大循环系统中的冷却液流量为(1-α)W w。
在流进电堆前，大小循环的冷却液会进行混合。大循环系统冷却液温度等于来自散热器的冷却液温度。小循环系统的冷却液温度则需要重新计算。因为管道比较长，而且流经途中有加热器、水泵等热容存在，所以在混合点，小循环的冷却液温度变化可以由以下公式计算。
Figure PCTCN2020086970-appb-000003
T w,m＝[αW w·T w,s+(1-α)W w·T w,rad,out]/W w            (9)
其中，P a第一加热器140的加热功率，C 1代表冷却液从电堆出口到混合点流经的所有组件的总热容，T w,out为电堆出口的冷却液温度，T w,s为小循环系统冷却液温度，T w,m为混合点冷却液温度。
在一个实施例中，T w,m为混合点冷却液温度，也可以理解为进入燃料电池的冷却液温度。在所述冷却液入口111和所述冷却液出口112的冷却液温度、压力已知情况下即可获知进出燃料电池的冷却液的焓值。其中，冷却液体积流量由公式(2)得到。燃料电池电堆热模型为：
Figure PCTCN2020086970-appb-000004
Figure PCTCN2020086970-appb-000005
其中，等温体积弹性模量为
Figure PCTCN2020086970-appb-000006
等压热膨胀系数为
Figure PCTCN2020086970-appb-000007
其中，等温体积弹性模量和等压热膨胀系数均为冷却液物理特性，ρ、p、T、h分别为燃料电池电堆冷却液容腔内的冷却液密度、压力、温度和焓，V为容腔体积，c p为冷却液热容。P heat,fc为燃料电池产热量，由公式(1)计算。∑dm i为进出口质量流量之和，∑dmh i为进出口焓之和。
根据公式(10)和公式(11)求解，即可得到燃料电池电堆冷却液容腔内的温度，即所述燃料电池实际温度T fc。
在一个实施例中，在反馈控制过程中，燃料电池电堆内部的实际温度也可以根据在所述冷却液入口111和所述冷却液出口112位置处设置温度传感器，进而获取所述冷却液入口111和所述冷却液出口112的冷却液温度。根据冷却液进出口温度的平均值作为燃料电池电堆内部的温度，即所述燃料电池实际温度T fc。
在一个实施例中，所述第一控制模式还包括：
根据所述燃料电池实际温度T fc与所述燃料电池目标温度T 2的偏差量进行反馈控制，获得冷却液温度补偿量；
根据所述冷却液温度补偿量，对所述混合点冷却液温度T w,m进行补偿，达到所述燃料电池目标温度T 2。
本实施例中，根据燃料电池实际温度T fc与燃料电池目标温度T 2之间的差值进行反馈 控制，精确调控系统温度。反馈控制的控制律可为PID控制算法，也可以基于现代控制算法设计反馈控制律，例如采用通过PID控制算法或鲁棒预测控制算法或H ∞算法等。
其中，进行反馈控制时，根据燃料电池实际温度T fc与燃料电池目标温度T 2之间的差值，计算一个控制量的补偿值。
例如：以第一水泵120的转速n为控制量，反馈控制率为Δn pump＝f(T fc-T 2)。根据燃料电池实际温度T fc与燃料电池目标温度T 2之间的差值计算水泵转速的补偿量Δn pump。则水泵的转速就应当调整为n' pump＝n pump+Δn pump。此时，可以理解为：当燃料电池实际温度T fc大于燃料电池目标温度T 2时，需要增大水泵转速；当燃料电池实际温度T fc小于燃料电池目标温度T 2时，需要减小水泵转速。
通过第一控制模式，在常温环境下，动力电池和车厢内无保温和供暖需求，燃料电池系统和动力电池系统均按照常规方式进行散热，供暖回路关闭，采用前馈控制和反馈控制的控制方式，保证了温度控制的稳定性和精确性。通过第一控制模式，若环境温度较高，则减小燃料电池的电流，提高工作电压，以提高燃料电池的效率，减少燃料电池的产热量。
在一个实施例中，根据水泵转速n pump和/或开度α和/或风扇开关u fan，并结合提前标定好的部件MAP图替代模型进行控制，使得混合点冷却液温度T w,m达到燃料电池目标温度T 2。
在一个实施例中，所述第二控制模式还包括：
当所述燃料电池系统110产热小于向外界环境的散热时，控制所述小循环系统工作，控制所述第一加热器140、所述第二加热器250以及所述第三加热器330进行加热；
当所述燃料电池系统110产热大于向外界环境的散热时，且当所述小循环系统中冷却液温度达到冷却液目标温度时，控制所述大循环系统工作；
当所述大循环系统中冷却液温度达到冷却液目标温度时，将所述第六阀门420开启。
本实施例中，当所述当前环境温度T小于所述第一环境温度阈值T 1时，此时，处于低温环境模式下。燃料电池汽车启动过程可分为多个阶段。当环境温度极低时，燃料电池系统110产热小于向外界环境的散热时，燃料电池无法依靠自身产热启动，此时冷却液全部流经小循环系统，并依靠第一加热器140进行加热。同时动力电池热管理子系统20也通过小循环系统，利用第二加热器250进行快速升温和保温，而车厢内使用第三加热器330进行供暖。
当燃料电池温度达到可依靠自产热启动时，燃料电池系统110产热大于向外界环境的散热时，电堆内部开始积累热量。当小循环系统中冷却液的温度达到冷却液目标温度后，大循环系统开启，大循环系统中的冷却液温度逐渐升高。
当大循环系统中冷却液温度达到冷却液目标温度时，开启换热器前的第六阀门420开启。冷却液流经换热器410与车舱暖风加热子系统30进行热交换。车厢内温度逐渐升高。流经除霜器320、散热器模块350后的冷却液再对动力电池系统进行保温。
在一个实施例中，当所述当前环境温度T小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第二控制模式。所述第二控制模式包括：
根据热平衡模型，获得车厢温度不变时，车厢内所需供暖量Q T,tgt，所述热平衡模型为
Figure PCTCN2020086970-appb-000008
其中，c p为车厢内空气的比热容，ρ g为车厢内空气的密度，V cabin为车厢体积，T cabin为车厢温度，Q T为所述换热器410向车厢内提供的热量，Q B为通过车体围护结构传入车厢的热量，Q W为通过各玻璃表面进入车厢的热量，Q E为动力舱传入车厢的热量，Q V为由于通风和密封性差而从外界泄露进车厢的热量，Q p为乘员散发的热量；
当所述车厢内所需供暖量Q T,tgt由所述换热器410提供，获取所述大循环系统中冷却液流量Q h,fc，其中
Q T,tgt＝ρc wQ h,fc·(T w,out-T h,fc,out)          (13)
ρ为冷却液密度，C w为冷却液的比热容，T w,out为所述冷却液出口112的冷却液温度，T h,fc,out为所述换热器410的所述第二出口413的冷却液温度；
根据所述大循环系统中冷却液流量Q h,fc，获取流经所述换热器410的流量Q 1，其中
Figure PCTCN2020086970-appb-000009
α 1和α 2分别为所述第六阀门420、所述第二阀门150的开度，f(α 1,α 2)为α 1和α 2的函数，与阀门和管路尺寸相关。
本实施例中，低温环境模式稳定运行时，由燃料电池热管理子系统10出口的冷却液与供暖系统进行热交换。利用燃料电池系统的余热进行车厢和动力电池系统的保温，以降低整车的能耗。
由于需要同时控制燃料电池工作温度和车厢内温度，同时两个系统通过换热器410耦合在一起。首先，通过热平衡模型对换热量进行估计并控制流经换热器410的冷却液流量。再分别利用反馈控制对燃料电池和车厢内温度进行控制，以保证控制的稳定性和精确性。
换热器换热量和流量控制中，燃料电池产热由公式(1)计算，即P heat,fc。其中，热平衡模型中车厢内与外界换热包括导热、对流和辐射三种方式，车厢内热量来源为一体化热管理系统100的供暖。
根据公式(10)的热平衡模型计算出在稳态，即车厢温度不变情况下所需的供暖量Q T,tgt。稳态情况下，如果该热量全部由换热器提供，那么可计算出燃料电池冷却系统中大循环系统的冷却液流量Q h,fc。
由于燃料电池的温度主要通过换热器410和节温器130控制，大小循环系统的流量由节温器130控制，流经换热器410的流量需要通过主路和旁路两个阀门控制。即旁路阀门为第二阀门150，主路阀门为第六阀门420。因为换热器410的流动阻力远大于管道的流动阻力，所以在进入供暖阶段后第六阀门420直接打开，通过调节第二阀门150开度即可控制流量。本实施例中，根据第六阀门420开度与第二阀门150开度控制冷却液流量时，通过滑模控制算法进行控制。两个支路的总流量即为大循环系统中冷却液流量Q h,fc。则，流经换热器410的流量Q 1为公式(12)。
燃料电池温度控制中，燃料电池热管理子系统10通过第一水泵120控制总的冷却液流量。通过第一阀门130(三通阀或节温器)开度控制流经大循环系统和小循环系统的比例，来调节燃料电池出堆温度在设定值。其中，第一阀门130(三通阀或节温器)的调节采用PID控制器进行控制。
通过车舱暖风加热子系统30中的第三加热器330对车厢内温度进行动态反馈调节，而换热器410流量和换热量控制在相对稳定的值。在低速、停车工况时，燃料电池功率较小，余热中可利用的能量较少，此时增大燃料电池系统的功率提供电能，并通过车载暖风系统进行供暖。
在一个实施例中，所述第二控制模式还包括：
根据所述大循环系统中冷却液流量Q h,fc，获得所述第一水泵120的转速。
在一个实施例中，所述第二控制模式还包括：
根据所述车厢内所需供暖量Q T,tgt，获得所述第三加热器330的前馈功率；
获取燃料电池实际温度与燃料电池目标温度，并根据所述燃料电池实际温度与所述燃料电池目标温度的偏差量进行反馈控制，获得反馈功率补偿量；
根据所述反馈功率补偿量对所述第三加热器330的前馈功率进行补偿，获得所述第三加热器330的功率。
本实施例中，根据车厢内所需供暖量Q T,tgt减去换热器410向车厢内提供的热量Q T，即可获知第三加热器330提供的热量，从而获知第三加热器330的前馈功率。
同时，本实施例中反馈控制过程和上述实施例中根据燃料电池实际温度T fc与所燃料电池目标温度T 2的偏差量进行反馈控制的原理相同。根据燃料电池实际温度与燃料电池目标温度的偏差量进行反馈控制，获得反馈功率补偿量。从而，根据反馈功率补偿量和第三加热器330的前馈功率，可以获得前馈+反馈控制后的第三加热器330功率。此时，根据前馈和反馈的控制方法，可以实现在保证燃料电池系统和车厢内温度的同时，降低整车的能耗，提高车辆的续驶里程。
在一个实施例中，所述第二控制模式还包括：
根据所述大循环系统中冷却液流量Q h,fc，获得所述第一阀门130的前馈开度；
获取车厢实际温度与车厢目标温度，并根据所述车厢实际温度与所述车厢目标温度的偏差量进行反馈控制，获得反馈开度补偿量；
根据所述反馈开度补偿量对所述第一阀门130的前馈开度进行补偿，获得所述第一阀门130的开度。
本实施例中，由于大小循环中冷却液的流量由三通阀或节温器的开度α决定。小循环系统中冷却液流量为αW w，大循环系统中的冷却液流量为(1-α)W w。所以，通过大循环系统中冷却液流量Q h,fc，可知Q h,fc/W w＝1-α，进而可以获得所述第一阀门130(三通阀或节温器)的前馈开度。
同时，本实施例中反馈控制过程和上述实施例中根据燃料电池实际温度T fc与所燃料电池目标温度T 2的偏差量进行反馈控制的原理相同。根据车厢实际温度与车厢目标温度计算获知差值，即偏差量，进行反馈控制获得反馈开度补偿量。从而，根据反馈开度补偿量和第一阀门130的前馈开度，可以获得前馈+反馈控制后的第一阀门130的开度。此时，根据前馈和反馈的控制方法，可以实现在保证燃料电池系统和车厢内温度的同时，降低整车的能耗，提高车辆的续驶里程。
因此，当处于低温环境时，利用燃料电池系统的余热对车厢内进行供暖和对动力电池系统进行保温，可以使得确保温度控制的同时降低整车的能耗。从而，使得燃料电池系统温度控制稳定且精确，降低整车能耗，提高了经济实用性。
在一个实施例中，在第二控制模式中结合提前标定好的部件MAP图替代模型进行控制，实现第二控制模式中的前馈控制。
在一个实施例中，通过PID控制算法、鲁棒预测控制算法或H ∞控制算法进行反馈控制。本实施例中，在第一控制模式和第二控制模式中涉及到的反馈控制律可以采用PID控制算法，也可以采用鲁棒预测控制算法或H ∞控制算法等。
因此，通过上述实施例中所述的燃料电池汽车多环境综合热管理方法，可实现对不同环境温度采用不同的控制模式。在常温环境模式下，即第一控制模式下，通过前馈控制和反馈控制方法，可以确保温度控制的精确性和稳定性。在第二控制模式下，高温环境模式下，采用动力系统协同控制，降低燃料电池工作电流，提高燃料电池效率，以减少燃料电池系统产热，解决了高温环境下冷却系统散热压力大的问题。在第二控制模式下，低温环境模式充分利用燃料电池系统110余热，在保证燃料电池系统110和车厢内温度的同时，降低了整车能量消耗。从而，在面对一年四季复杂多变的环境下，通过本申请燃料电池汽车多环境综合热管理方法，可以保证燃料电池系统温度控制的精确性和稳定性，并且大大降低整车的能耗，提高整车的经济性，增加续驶里程。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本申请专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。因此，本申请专利的保护范围应以所附权利要求为准。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物 品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (20)

  1. 一种燃料电池汽车多环境综合热管理方法，其特征在于，所述燃料电池汽车多环境综合热管理方法应用于燃料电池热管理子系统(10)，所述燃料电池热管理子系统(10)包括燃料电池系统(110)、第一水泵(120)、第一阀门(130)、第一加热器(140)、第二阀门(150)、第一散热器(160)以及第一水箱(170)，所述燃料电池系统(110)具有冷却液入口(111)与冷却液出口(112)；
    所述冷却液入口(111)与所述第一加热器(140)输出端连接，所述第一加热器(140)输入端与所述第一阀门(130)第一端连接，所述第一阀门(130)第二端与所述第一水泵(120)输出端连接，所述第一水泵(120)输入端与所述冷却液出口(112)连接；
    所述冷却液入口(111)与所述第一散热器(160)输出端连接，所述第一散热器(160)输入端与所述第二阀门(150)第一端连接，所述第二阀门(150)第二端与所述第一阀门(130)第三端连接；
    所述第一加热器(140)、所述第一阀门(130)、所述第一水泵(120)以及所述燃料电池系统(110)形成小循环系统；
    所述第一散热器(160)、所述第二阀门(150)、所述第一阀门(130)、所述第一水泵(120)以及所述燃料电池系统(110)形成大循环系统；
    所述燃料电池汽车多环境综合热管理方法包括：
    检测当前环境温度T；
    当所述当前环境温度T不小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第一控制模式；
    所述第一控制模式包括：
    获取所述第一水泵(120)的水泵转速n pump和/或所述第一阀门(130)的开度α和/或所述第一散热器(160)的风扇开关u fan；
    根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制；
    检测所述燃料电池系统(110)的当前燃料电池实际温度T fc，根据所述燃料电池实际温度T fc与所述燃料电池目标温度T 2的偏差量进行反馈控制，获得补偿量；
    根据所述补偿量，对前馈控制进行补偿，控制所述燃料电池系统(110)的燃料电池温 度达到燃料电池目标温度T 2。
  2. 如权利要求1所述的燃料电池汽车多环境综合热管理方法，其特征在于，根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制，控制所述燃料电池系统(110)的燃料电池温度达到燃料电池目标温度T 2，包括：
    根据所述水泵转速n pump，通过水泵模型获得冷却液质量流量W w。
  3. 如权利要求2所述的燃料电池汽车多环境综合热管理方法，其特征在于，根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制，控制所述燃料电池系统(110)的燃料电池温度达到燃料电池目标温度T 2，还包括：
    根据所述风扇开关u fan与所述冷却液质量流量W w，通过散热器风扇模型获得所述第一散热器(160)的出口冷却液温度为T w,rad,out。
  4. 如权利要求3所述的燃料电池汽车多环境综合热管理方法，其特征在于，根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan进行前馈控制，控制所述燃料电池系统(110)的燃料电池温度达到燃料电池目标温度T 2，还包括：
    根据所述开度α与所述出口冷却液温度为T w,rad,out，通过冷却液混合模型获得混合点冷却液温度T w,m；
    根据所述水泵转速n pump和/或所述开度α和/或所述风扇开关u fan，通过所述水泵模型、所述散热器风扇模型以及所述冷却液混合模型，控制所述混合点冷却液温度T w,m达到所述燃料电池目标温度T 2。
  5. 如权利要求4所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第一控制模式还包括：
    根据所述燃料电池实际温度T fc与所述燃料电池目标温度T 2的偏差量进行反馈控制，获得冷却液温度补偿量；
    根据所述冷却液温度补偿量，对所述混合点冷却液温度T w,m进行补偿，达到所述燃料电池目标温度T 2。
  6. 如权利要求1所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第一控制模式还包括：
    检测当前燃料电池实际温度T fc，当所述燃料电池实际温度T fc小于燃料电池目标温度T 2时，控制所述小循环系统工作；
  7. 如权利要求6所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第一控制模式还包括：
    当所述燃料电池实际温度T fc大于所述燃料电池目标温度T 2时，控制所述大循环系统工作，或者控制减小所述燃料电池系统(110)的燃料电池工作电流且增大所述燃料电池系统(110)的燃料电池工作电压。
  8. 如权利要求1所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述燃料电池汽车还包括动力电池热管理子系统(20)、车舱暖风加热子系统(30)以及热交换子系统(40)；
    所述动力电池热管理子系统(20)包括动力电池(210)、第二水泵(220)、第四阀门(230)、第二散热器(240)、第二加热器(250)、第三阀门(260)以及第五阀门(270)；
    所述车舱暖风加热子系统(30)包括取暖器(310)、除霜器(320)、第三加热器(330)、第三水泵(340)以及散热器模块(350)；
    所述热交换子系统(40)包括换热器(410)与第六阀门(420)；
    所述第六阀门(420)第一端与所述第一阀门(130)第三端连接，所述第六阀门(420)第二端与所述换热器(410)第一入口(411)连接，所述换热器(410)第一出口(412)与所述第一散热器(160)输入端连接；
    所述换热器(410)第二入口(414)与所述第二加热器(250)输入端连接，所述动力电池(210)冷却液出口与所述第二加热器(250)输入端连接，所述第二加热器(250)输出端与所述第三阀门(260)第一端连接，所述第三阀门(260)第二端与所述第二水泵(220)输入端连接，所述第二水泵(220)输出端与所述动力电池(210)冷却液入口连接，所述第二散热器(240)输入端与所述动力电池(210)冷却液出口连接，所述第二散热器(240)输出端与所述第四阀门(230)第一端连接，所述第四阀门(230)第二端与所述第二水泵(220)输入端连接，所述第三阀门(260)第二端与所述第五阀门(270)第一端连接；
    所述换热器(410)第二出口(413)与所述第三水泵(340)输入端连接，所述第三水泵(340)输出端与所述第三加热器(330)输入端连接，所述第三加热器(330)输出端与所述除霜器(320)输入端连接，所述除霜器(320)输出端与所述司机取暖器(310)输入端连接，所述司机取暖器(310)输出端与所述散热器模块(350)输入端连接，所述 散热器模块(350)输出端与所述第五阀门(270)第二端连接；
    当所述当前环境温度T小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第二控制模式，所述第二控制模式包括：
    根据热平衡模型，获得车厢温度不变时，车厢内所需供暖量Q T,tgt，所述热平衡模型为
    Figure PCTCN2020086970-appb-100001
    其中，c p为车厢内空气的比热容，ρ g为车厢内空气的密度，V cabin为车厢体积，T cabin为车厢温度，Q T为所述换热器(410)向车厢内提供的热量，Q B为通过车体围护结构传入车厢的热量，Q W为通过各玻璃表面进入车厢的热量，Q E为动力舱传入车厢的热量，Q V为由于通风和密封性差而从外界泄露进车厢的热量，Q p为乘员散发的热量。
  9. 如权利要求8所述的燃料电池汽车多环境综合热管理方法，其特征在于，当所述当前环境温度T小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第二控制模式，所述第二控制模式还包括：
    当所述车厢内所需供暖量Q T,tgt由所述换热器(410)提供，获取所述大循环系统中冷却液流量Q h,fc，其中
    Q T,tgt＝ρc wQ h,fc·(T w,out-T h,fc,out)
    ρ为冷却液密度，C w为冷却液的比热容，T w,out为所述冷却液出口(112)的冷却液温度，T h,fc,out为所述换热器(410)的所述第二出口(413)的冷却液温度。
  10. 如权利要求9所述的燃料电池汽车多环境综合热管理方法，其特征在于，当所述当前环境温度T小于所述第一环境温度阈值T 1时，控制所述燃料电池汽车进入第二控制模式，所述第二控制模式还包括：
    根据所述大循环系统中冷却液流量Q h,fc，获取流经所述换热器(410)的流量Q 1，其中
    Figure PCTCN2020086970-appb-100002
    α 1和α 2分别为所述第六阀门(420)、所述第二阀门(150)的开度，f(α 1,α 2)为α 1和α 2的函数。
  11. 如权利要求10所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    根据所述大循环系统中冷却液流量Q h,fc，获得所述第一水泵(120)的转速。
  12. 如权利要求10所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    根据所述车厢内所需供暖量Q T,tgt，获得所述第三加热器(330)的前馈功率；
    获取燃料电池实际温度与燃料电池目标温度，并根据所述燃料电池实际温度与所述燃料电池目标温度的偏差量进行反馈控制，获得反馈功率补偿量；
    根据所述反馈功率补偿量对所述第三加热器(330)的前馈功率进行补偿，获得所述第三加热器(330)的功率。
  13. 如权利要求10所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    根据所述大循环系统中冷却液流量Q h,fc，获得所述第一阀门(130)的前馈开度；
    获取车厢实际温度与车厢目标温度，并根据所述车厢实际温度与所述车厢目标温度的偏差量进行反馈控制，获得反馈开度补偿量；
    根据所述反馈开度补偿量对所述第一阀门(130)的前馈开度进行补偿，获得所述第一阀门(130)的开度。
  14. 如权利要求10所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    当所述燃料电池系统(110)产热小于向外界环境的散热时，控制所述小循环系统工作，控制所述第一加热器(140)、所述第二加热器(250)以及所述第三加热器(330)进行加热。
  15. 如权利要求14所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    当所述燃料电池系统(110)产热大于向外界环境的散热时，且当所述小循环系统中冷却液温度达到冷却液目标温度时，控制所述大循环系统工作。
  16. 如权利要求15所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第二控制模式还包括：
    当所述大循环系统中冷却液温度达到冷却液目标温度时，将所述第六阀门(420)开启。
  17. 如权利要求5或权利要求12或权利要求13中所述的燃料电池汽车多环境综合热 管理方法，其特征在于，通过PID控制算法、鲁棒预测控制算法或H ∞控制算法进行反馈控制。
  18. 如权利要求12所述的燃料电池汽车多环境综合热管理方法，其特征在于，根据所述第六阀门(420)开度与所述第二阀门(150)开度控制冷却液流量时，通过滑模控制算法进行控制。
  19. 如权利要求1所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第一控制模式还包括：
    获取所述第一加热器140功率和/或所述第一散热器160的风扇转速；
    根据所述第一加热器140功率和/或所述第一散热器160的风扇转速进行前馈控制。
  20. 如权利要求5所述的燃料电池汽车多环境综合热管理方法，其特征在于，所述第一控制模式还包括：
    根据所述第一水泵(120)的水泵转速n pump和/或所述第一阀门(130)的开度α和/或所述第一散热器(160)的风扇开关u fan，并结合MAP图进行控制，用以将所述混合点冷却液温度T w,m达到所述燃料电池目标温度T 2。
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