Fuel powertrain, vehicle and control method

Abstract

The present invention discloses a fuel power assembly, a car and a control method, wherein the fuel power assembly comprises: a power system, comprising a stack, a first pipeline and a first power device, the first pipeline is connected to the cooling channel of the stack, and the first power device is used to drive the coolant to flow in the first pipeline; a heat storage system, comprising a heat storage container, a second pipeline, a second power device and a first heat exchanger, the second pipeline is connected to the heat storage container, the second power device controllably adjusts the flow direction of the coolant in the second pipeline, and the first heat exchanger is used for heat exchange between the first pipeline and the second pipeline; a hydrogen supply system, comprising a hydrogen bottle and a third pipeline, the hydrogen bottle is connected to the hydrogen channel of the stack through the third pipeline; a hydrogen temperature control system, comprising a second heat exchanger and a fourth pipeline, the fourth pipeline is connected to the first pipeline, and the second heat exchanger is used for heat exchange between the fourth pipeline and the third pipeline. The above-mentioned fuel power assembly can accelerate the temperature rise of the stack and reduce the startup time.

Description

Technical Field

[0001] The present invention relates to the field of fuel cells, and in particular to a fuel powertrain, a vehicle and a control method. Background Art

[0002] Proton Exchange Membrane Fuel Cell (PEMFC) has a low operating temperature and high energy density and is currently used in automobile engine systems. In the early stages of startup, the fuel cell stack and the hydrogen entering the stack are at low temperatures, making it difficult for the engine to reach a normal operating state. The heat storage system in related technologies can usually only preheat the fuel cell stack, which is difficult to meet the needs of rapid startup of automobile engines. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a fuel power assembly that can simplify the structure of the fuel power assembly and reduce the use cost.

[0004] The invention also discloses a car using the fuel power assembly.

[0005] The invention also discloses a control method based on the fuel power assembly.

[0006] A fuel powertrain according to a first embodiment of the present invention includes:

[0007] A power system, comprising a battery stack, a first pipeline and a first power device, wherein the first pipeline is in communication with a cooling channel of the battery stack, and the first power device is used to drive a coolant to flow in the first pipeline;

[0008] A heat storage system, comprising a heat storage container, a second pipeline, a second power device and a first heat exchanger, wherein the second pipeline is connected to the heat storage container, the second power device controllably adjusts the flow direction of the coolant in the second pipeline, and the first heat exchanger is used for heat exchange between the first pipeline and the second pipeline;

[0009] A hydrogen supply system, comprising a hydrogen cylinder and a third pipeline, wherein the hydrogen cylinder is connected to the hydrogen channel of the fuel cell stack through the third pipeline;

[0010] The hydrogen temperature control system comprises a second heat exchanger and a fourth pipeline, wherein the fourth pipeline is connected to the first pipeline, and the second heat exchanger is used for heat exchange between the fourth pipeline and the third pipeline.

[0011] The fuel power assembly according to the embodiment of the present invention has at least the following beneficial effects:

[0012] The coolant in the first pipe can absorb heat from the coolant in the second pipe. After heating, part of it flows into the fuel cell stack to heat the fuel cell stack, and the other part flows into the fourth pipe and preheats the hydrogen entering the stack in the third pipe through the second heat exchanger, thereby accelerating the heating of the fuel cell stack and reducing the startup time.

[0013] According to some embodiments of the present invention, the fuel power assembly further includes a regulating valve, which is respectively connected to the fourth pipeline and the first pipeline and is used to regulate the flow of the coolant flowing through the fourth pipeline.

[0014] According to some embodiments of the present invention, the fuel powertrain further comprises:

[0015] An air supply system, comprising an air compressor and a fifth pipeline, wherein the air compressor is connected to the air channel of the fuel cell stack through the fifth pipeline;

[0016] The air temperature control system comprises a third heat exchanger and a sixth pipe, wherein the sixth pipe is connected to the first pipe, and the third heat exchanger is used for heat exchange between the fifth pipe and the sixth pipe.

[0017] According to some embodiments of the present invention, the fuel power assembly further includes a regulating valve, which is respectively connected to the sixth pipeline, the fourth pipeline and the first pipeline, and is used to regulate the flow rate of the coolant flowing through the sixth pipeline, the fourth pipeline and the first pipeline.

[0018] According to some embodiments of the present invention, the fuel power assembly also includes a bracket, the bracket having a first installation space and a second installation space, the heat storage container and the hydrogen cylinder are installed in the first installation space, and the fuel cell stack, the first power unit, the second power unit, the first heat exchanger and the second heat exchanger are installed in the second installation space.

[0019] According to some embodiments of the present invention, the first installation space includes a first cavity and a second cavity, the heat storage container is located in the first cavity, and the hydrogen cylinder is located in the second cavity.

[0020] According to some embodiments of the present invention, the second installation space includes a third cavity and a fourth cavity distributed in a horizontal direction, the fuel cell stack is located in the third cavity, and the first power device, the second power device, the first heat exchanger and the second heat exchanger are located in the fourth cavity.

[0021] According to some embodiments of the present invention, the first installation space is located above the second installation space, the first installation space includes a first cavity and a second cavity distributed in a vertical direction, and the second installation space includes a third cavity and a fourth cavity distributed in a horizontal direction;

[0022] The heat storage container is located in the first cavity, and the hydrogen bottle is located in the second cavity;

[0023] The fuel cell stack is located in the third cavity, and the first power device, the second power device, the first heat exchanger and the second heat exchanger are located in the fourth cavity.

[0024] The automobile according to the second embodiment of the present invention is characterized by comprising the above-mentioned fuel powertrain.

[0025] According to a third embodiment of the present invention, a control method based on the fuel powertrain comprises the following steps:

[0026] Determining the working state of the battery stack;

[0027] Based on the working state, a temperature control scheme adapted to the working state is executed by controlling the flow direction of the coolant in the second pipe and the distribution of the coolant in the sixth pipe, the fourth pipe and the first pipe.

[0028] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0030] Figure 1 A system schematic diagram of a fuel powertrain according to an embodiment of the present invention;

[0031] Figure 2 It is a three-dimensional schematic diagram of a fuel power assembly in one direction according to an embodiment of the present invention, in which the bracket is hidden;

[0032] Figure 3 for Figure 2 A schematic diagram of the fuel powertrain in another direction;

[0033] Figure 4 for Figure 1 Schematic diagram of the fuel powertrain's hidden hydrogen cylinders, heat storage containers and related piping;

[0034] Figure 5 for Figure 4 A schematic diagram of the fuel powertrain in another direction;

[0035] Figure 6 for Figure 2 Schematic diagram of the fuel powertrain display bracket. DETAILED DESCRIPTION

[0036] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0037] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0038] In the description of the present invention, "several" means more than one, "many" means more than two, "greater than", "less than", "exceed", etc. are understood to exclude the number itself, and "above", "below", "within", etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0039] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0040] In the description of the present invention, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0041] Reference Figure 1The fuel powertrain of the embodiment of the present invention includes a power system 100, a heat storage system 200, a hydrogen supply system 300 and a hydrogen temperature control system 400, wherein the power system 100 can generate electricity through hydrogen and oxygen, and the heat storage system 200 can perform heat exchange with the power system 100, thereby absorbing the heat generated during the operation of the power system 100, on the one hand to achieve heat dissipation of the fuel cell stack 110, and on the other hand to store the heat in the heat storage system 200, the hydrogen supply system 300 is used to provide the required hydrogen to the power system 100, and the hydrogen temperature control system 400 can perform heat exchange with the power system 100, thereby transferring the heat in the heat storage system 200 to the hydrogen entering the stack, thereby achieving preheating of the hydrogen.

[0042] by Figure 1 , Figure 2 As shown in the example, the power system 100 includes a stack 110, a first pipeline 120 and a first power device 130. The stack 110 may be a well-known proton exchange membrane-based stack, on which a coolant inlet 111 and a coolant outlet 112 are provided. The first pipeline 120 is a coolant circulation pipeline, one end of which is connected to the coolant inlet 111 and the other end is connected to the coolant outlet 112, thereby achieving communication with the coolant channel inside the stack 110. The first power device 130 is connected to the first pipeline 120, and is used to drive the coolant to flow in the first pipeline 120, and the flow direction is from the coolant outlet 112 to the coolant inlet 111. The first power device 130 may be a well-known driving pump.

[0043] by Figures 1 to 3 As shown in the example, the heat storage system 200 includes a heat storage container 210, a second pipeline 220, a second power device 230, a first heat exchanger 240, a water inlet pipeline 250 and a water supply pipeline 260. The heat storage container 210 can be a liquid storage tank, a liquid storage box, etc., and has a sealed cavity for storing coolant. The second pipeline 220 is a circulation pipeline, and its two ends are respectively connected to the heat storage container 210 and communicated with the inner cavity of the heat storage container 210. The coolant in the heat storage container 210 can be circulated through the second pipeline 220.

[0044] The second power device 230 is connected to the second pipe 220 and can controllably adjust the flow direction of the coolant in the second pipe 220. For example, the second power device 230 can be a well-known bidirectional water pump that can drive the coolant to flow in both directions.

[0045] The water inlet pipe 250 and the water supply pipe 260 are respectively connected to the inner cavity of the heat storage container 210, wherein the water inlet pipe 250 is connected to an external water source for replenishing low-temperature coolant to the heat storage container 210, and the water supply pipe 260 is connected to an external water-using device for transferring high-temperature coolant to the water-using device. It can be understood that the "low temperature" and "high temperature" referred to in this application are relative concepts and do not represent restrictions on specific temperatures. Since the water inlet pipe 250 will replenish low-temperature coolant, the end of the heat storage container 210 connected to the water inlet pipe 250 is the cold end, and correspondingly, the end connected to the water supply pipe 260 is the hot end. Similarly, the "cold end" and "hot end" here are relative concepts.

[0046] The first heat exchanger 240 is connected to the first pipe 120 and the second pipe 220 respectively, so that the first pipe 120 and the second pipe 220 can realize heat exchange in the first heat exchanger 240, and the two-way adjustment of the second power device 230 is combined to realize the transfer of heat between the coolant in the first pipe 120 and the coolant in the second pipe 220. For example, when the battery stack 110 is working normally, a large amount of heat will be generated. At this time, the second power device 230 drives the coolant to flow from the cold end to the hot end of the heat storage container 210 through the second pipe 220, and absorbs the heat of the coolant in the first pipe 120 at the first heat exchanger 240. The temperature of the coolant in the first pipe 120 decreases and flows back to the battery stack 110 for heat dissipation. The temperature of the coolant in the second pipe 220 increases and flows back to the hot end of the heat storage container 210. When the stack is started at low temperature, the second power device 230 drives the coolant to flow in the reverse direction, that is, to flow from the hot end to the cold end of the heat storage container 210 through the second pipe 220, and releases heat to the coolant in the first pipe 120 at the first heat exchanger 240. The temperature of the coolant in the first pipe 120 rises, and flows back to the stack 110 for auxiliary heating, so that the stack 110 can quickly enter a normal working state. The temperature of the coolant in the second pipe 220 decreases, and flows back to the cold end of the heat storage container 210. Based on the above, the heat storage system 200 can store the heat generated by the stack 110 when it is working through the coolant. The heated coolant is used for the low-temperature start of the stack 110 on the one hand, and can be output through the water supply pipe 260 on the other hand to heat other parts of the car.

[0047] by Figure 1 , Figure 2 As shown in the figure, the hydrogen supply system 300 includes a hydrogen bottle 310 and a third pipe 320. The hydrogen bottle 310 is connected to the hydrogen channel of the fuel cell stack 110 through the third pipe 320 to provide the required hydrogen to the fuel cell stack 110. The hydrogen temperature control system 400 includes a second heat exchanger 410 and a fourth pipe 420. The fourth pipe 420 is a circulation pipe, and its two ends are respectively connected to the first pipe 120. For details, refer to Figure 1One end of the first pipeline 120 is divided into two branches, one branch is connected to the coolant inlet 111 of the fuel cell stack 110, and the other branch is connected to one end of the fourth pipeline 420; the other end of the first pipeline 120 is also divided into two branches, one branch is connected to the coolant outlet 112 of the fuel cell stack 110, and the other branch is connected to the other end of the fourth pipeline 420. In this way, the coolant can flow in the fuel cell stack 110, the first pipeline 120 and the fourth pipeline 420.

[0048] The second heat exchanger 410 is connected to the first pipe 120 and the fourth pipe 420 respectively, so that the first pipe 120 and the fourth pipe 420 can realize heat exchange in the second heat exchanger 410, and realize heat transfer between the coolant in the first pipe 120 and the coolant in the fourth pipe 420. For example, when the stack 110 is started at low temperature, since the temperature of the stack and the temperature of the hydrogen entering the stack are relatively low, the stack 110 needs a long time to heat up, which affects the start-up time of the stack 110. In this embodiment, the coolant in the first pipe 120 can absorb heat from the coolant in the second pipe 220. After heating, a part of it flows into the stack 110 to heat the stack 110, and the other part flows into the fourth pipe 420. The hydrogen entering the stack in the third pipe 320 is preheated through the second heat exchanger 410, thereby accelerating the temperature rise of the stack 110 and reducing the start-up time.

[0049] It can be understood that the above-mentioned heat exchanger can adopt a well-known heat exchanger, the corresponding pipes can pass through the heat exchanger, and the fluid flows in the pipes throughout the process. In addition, the corresponding pipes can also be connected to the corresponding channels in the heat exchanger, and the fluid can flow from the corresponding pipes into the channels in the heat exchanger for heat exchange, and then flow into the corresponding pipes.

[0050] Based on the improvement of the above scheme, refer to Figure 1 The fuel power assembly further includes a regulating valve 500. The regulating valve 500 in this embodiment may be a well-known two-way valve, which is connected to the intersection of the fourth pipeline 420 and the first pipeline 120, and is communicated with the fourth pipeline 420 and the first pipeline 120 respectively, and can adjust the flow rate of the coolant flowing through the fourth pipeline 420 by the opening of the valve. For example, the flow rate ratio flowing into the fourth pipeline 420 can be adjusted by the change of the temperature of the fuel cell stack 110 and the hydrogen entering the stack during low-temperature starting. When the hydrogen temperature is low, more high-temperature coolant can be allocated to the fourth pipeline 420, and when the temperature of the fuel cell stack 110 is low, more high-temperature coolant can be allocated to the first pipeline 120.

[0051] Based on the improvement of the above scheme, refer to Figure 1The fuel powertrain also includes an air supply system 600 and an air temperature control system 700. The air supply system 600 is used to provide the air required for the operation of the fuel cell stack 110. The air temperature control system 700 can exchange heat with the power system 100, thereby transferring the heat in the air to the power system 100, and then from the power system 100 to the heat storage system 200, thereby achieving air heat dissipation and heat storage.

[0052] As shown in the figure, for example, the air supply system 600 includes an air compressor 610 and a fifth pipe 620. The air compressor 610 is connected to the air channel of the fuel cell stack 110 through the fifth pipe 620 to provide compressed air to the fuel cell stack 110. The air temperature control system 700 includes a third heat exchanger 710 and a sixth pipe 720. The third heat exchanger 710 is connected to the sixth pipe 720 and the first pipe 120 respectively, so that the first pipe 120 and the sixth pipe 720 can achieve heat exchange in the third heat exchanger 710, and heat is transferred between the coolant in the first pipe 120 and the coolant in the sixth pipe 720. When the air compressor 610 compresses the air, a large amount of heat is generated, which needs to be cooled before entering the fuel cell stack 110. In this embodiment, the coolant in the sixth pipe 720 can absorb heat from the air in the fifth pipe 620. The coolant in the sixth pipe 720 heats up and then converges to the first pipe 120, and finally transfers the heat to the heat storage system 200 for storage. Correspondingly, the air in the fifth pipe 620 cools down and flows into the fuel cell stack 110.

[0053] Based on the improvement of the above scheme, refer to Figure 1 The fuel power assembly also includes a regulating valve 500, which can be a well-known three-way valve, which is connected to the intersection of the sixth pipeline 720, the fourth pipeline 420 and the first pipeline 120, and is communicated with the sixth pipeline 720, the fourth pipeline 420 and the first pipeline 120 respectively, and can adjust the flow rate of the coolant flowing through the sixth pipeline 720, the fourth pipeline 420 and the first pipeline 120 by the opening of the valve.

[0054] Based on the improvement of the above scheme, refer to Figure 6 The fuel power assembly also includes a bracket 800, which is a frame structure with sufficient strength and light weight. The bracket 800 has a first installation space 810 and a second installation space 820. The heat storage container 210 and the hydrogen cylinder 310 are installed in the first installation space 810, and the stack 110, the first power device 130, the second power device 230, the first heat exchanger 240 and the second heat exchanger 410 are installed in the second installation space 820, so as to realize the separate placement of the gas cylinder, the liquid storage bottle and other functional components, facilitate the layout of pipelines and cables, and realize the integrated installation of the fuel power assembly, which is convenient for the overall assembly of the fuel power assembly.

[0055] Based on the improvement of the above solution, the first installation space 810 includes a first cavity 811 and a second cavity 812. The heat storage container 210 is located in the first cavity 811, and the hydrogen cylinder 310 is located in the second cavity 812, so that the heat storage container 210 and the hydrogen cylinder 310 can be placed separately, which is convenient for the layout of pipelines and cables.

[0056] The second installation space 820 includes a third cavity 821 and a fourth cavity 822 distributed in a horizontal direction. The battery stack 110 is located in the third cavity 821, and the first power device 130, the second power device 230, the first heat exchanger 240 and the second heat exchanger 410 are located in the fourth cavity 822, thereby realizing the separate placement of the battery stack 110 and other functional components, facilitating the maintenance and disassembly of the battery stack 110.

[0057] by Figure 6 As shown in the example, the first installation space 810 is located above the second installation space 820, the first installation space 810 includes a first cavity 811 and a second cavity 812 distributed in the vertical direction, the second installation space 820 includes a third cavity 821 and a fourth cavity 822 distributed in the horizontal direction, the heat storage container 210 is located in the first cavity 811, the hydrogen bottle 310 is located in the second cavity 812, the stack 110 is located in the third cavity 821, and the first power device 130, the second power device 230, the first heat exchanger 240 and the second heat exchanger 410 are located in the fourth cavity 822. Based on the above structure, the heat storage container 210, the hydrogen bottle 310, the stack 110 and other functional devices are placed in different areas, which is convenient for the layout of pipelines and cables, and can also realize the integrated assembly of the fuel power assembly. In addition, the heat storage container 210 and the hydrogen bottle 310 are relatively long, and their horizontal placement is convenient for making full use of space. The stack 110 and other functional devices are located below for easy maintenance.

[0058] The present invention also relates to a vehicle, comprising the fuel powertrain of any of the above embodiments.

[0059] The present invention also relates to a method based on Figure 1 The control method of the fuel powertrain shown includes the following steps:

[0060] Step 1: Determine the working state of the fuel cell stack 110 , which includes a low-temperature start-up state and a normal working state.

[0061] Step 2: Based on the above working state, a temperature control scheme adapted to the working state is executed by controlling the flow direction of the coolant in the second pipe 220 and the distribution of the coolant in the sixth pipe 720, the fourth pipe 420 and the first pipe 120.

[0062] Specifically, when the working state of the stack 110 is the low-temperature start-up state, the temperature of the coolant at the hot end of the heat storage container 210 is higher than the temperature of the coolant in the first pipe 120 and the stack 110, and lower than the temperature of the compressed air in the fifth pipe 620. In this state, the second power device 230 drives the coolant to flow in the second pipe 220, and the flow direction is from the hot end of the heat storage container 210 to the cold end. The coolant in the second pipe 220 releases heat to the coolant in the first pipe 120 at the first heat exchanger 240. The temperature of the coolant in the first pipe 120 increases, and a part of it flows back to the stack 110 for auxiliary heating, and a part of it flows into the fourth pipe 420 to preheat the hydrogen entering the stack in the third pipe 320. The last part flows into the sixth pipe 720 to cool the air in the fifth pipe 620, and the flow rate flowing into the fourth pipe 420 is greater than the flow rate flowing into the sixth pipe 720, that is, it is biased towards preheating the hydrogen. In extreme cases, the coolant supply to the sixth pipe 720 can be completely closed to achieve rapid heating of the hydrogen.

[0063] When the working state of the battery stack 110 is a normal working state, the temperature of the coolant at the cold end of the heat storage container 210 is lower than the temperature of the coolant in the first pipe 120 and the battery stack 110, and the aforementioned temperatures are lower than the temperature of the compressed air in the fifth pipe 620. In this state, the second power device 230 drives the coolant to flow in the second pipe 220, and the flow direction is from the cold end to the hot end of the heat storage container 210. The coolant in the second pipe 220 absorbs heat from the coolant in the first pipe 120 at the first heat exchanger 240, and the temperature of the coolant in the second pipe 220 increases, so as to supplement the hot water in the heat storage container 210. Accordingly, the temperature of the coolant in the first pipe 120 decreases, a part of it flows back to the fuel cell stack 110 for cooling, a part of it flows into the fourth pipe 420 to preheat the incoming hydrogen in the third pipe 320, and the last part flows into the sixth pipe 720 to cool the air in the fifth pipe 620. The flow rate flowing into the fourth pipe 420 is less than the flow rate flowing into the sixth pipe 720, that is, the focus is on heat dissipation to the air. In extreme cases, the coolant supply to the fourth pipe 420 can be completely closed to improve the heat dissipation effect on the air.

[0064] It is understandable that the flow ratio between the fourth pipeline 420 and the sixth pipeline 720 can be adjusted according to other different scenarios, so as to achieve a preferential choice between the hydrogen preheating function and the air cooling function.

[0065] The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments. Various changes can be made within the knowledge of ordinary technicians in the relevant technical field without departing from the purpose of the present invention. In addition, the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

Claims

1. A fuel powertrain, characterized in that: include: A power system, comprising a battery stack, a first pipeline and a first power device, wherein the first pipeline is in communication with a cooling channel of the battery stack, and the first power device is used to drive a coolant to flow in the first pipeline; A heat storage system, comprising a heat storage container, a second pipeline, a second power device and a first heat exchanger, wherein the second pipeline is connected to the heat storage container, the second power device can drive the coolant to flow in both directions and controllably adjust the flow direction of the coolant in the second pipeline, and the first heat exchanger is used for heat exchange between the first pipeline and the second pipeline; A hydrogen supply system, comprising a hydrogen cylinder and a third pipeline, wherein the hydrogen cylinder is connected to the hydrogen channel of the fuel cell stack through the third pipeline; The hydrogen temperature control system comprises a second heat exchanger and a fourth pipeline, wherein the fourth pipeline is in communication with the first pipeline, and the second heat exchanger is used for heat exchange between the fourth pipeline and the third pipeline; An air supply system, comprising an air compressor and a fifth pipeline, wherein the air compressor is connected to the air channel of the fuel cell stack through the fifth pipeline; An air temperature control system, comprising a third heat exchanger and a sixth pipeline, wherein the sixth pipeline is connected to the first pipeline, and the third heat exchanger is used for heat exchange between the fifth pipeline and the sixth pipeline; a regulating valve, the regulating valve being in communication with the sixth pipeline, the fourth pipeline and the first pipeline respectively, and being used for regulating the flow of the coolant flowing through the sixth pipeline, the fourth pipeline and the first pipeline; Wherein, when the working state of the fuel cell stack is the low-temperature starting state, the temperature of the coolant at the hot end of the heat storage container is higher than the temperature of the coolant in the first pipeline and the fuel cell stack, and lower than the temperature of the compressed air in the fifth pipeline, and the regulating valve is used to adjust the flow rate flowing into the fourth pipeline to be greater than the flow rate flowing into the sixth pipeline; Furthermore, when the working state of the fuel cell stack is a normal working state, the temperature of the coolant at the cold end of the heat storage container is lower than the temperature of the coolant in the first pipeline and in the fuel cell stack, and the aforementioned temperatures are lower than the temperature of the compressed air in the fifth pipeline, and the regulating valve is used to adjust the flow rate flowing into the fourth pipeline to be less than the flow rate flowing into the sixth pipeline.

2. The fuel power assembly according to claim 1, characterized in that: The fuel power assembly also includes a bracket having a first installation space and a second installation space, the heat storage container and the hydrogen cylinder are installed in the first installation space, and the fuel cell stack, the first power unit, the second power unit, the first heat exchanger and the second heat exchanger are installed in the second installation space.

3. The fuel power assembly according to claim 2, characterized in that: The first installation space includes a first cavity and a second cavity, the heat storage container is located in the first cavity, and the hydrogen cylinder is located in the second cavity.

4. The fuel power assembly according to claim 2, characterized in that: The second installation space includes a third cavity and a fourth cavity distributed in a horizontal direction, the fuel cell stack is located in the third cavity, and the first power device, the second power device, the first heat exchanger and the second heat exchanger are located in the fourth cavity.

5. The fuel power assembly according to claim 2, characterized in that: The first installation space is located above the second installation space, the first installation space includes a first cavity and a second cavity distributed in a vertical direction, and the second installation space includes a third cavity and a fourth cavity distributed in a horizontal direction; The heat storage container is located in the first cavity, and the hydrogen bottle is located in the second cavity; The fuel cell stack is located in the third cavity, and the first power device, the second power device, the first heat exchanger and the second heat exchanger are located in the fourth cavity.

6. Automobile, characterized in that A fuel power assembly comprising any one of claims 1 to 5.

7. The control method of the fuel powertrain according to claim 1, characterized in that: The following steps are involved: Determining the working state of the battery stack; Based on the working state, a temperature control scheme adapted to the working state is executed by controlling the flow direction of the coolant in the second pipe and the distribution of the coolant in the sixth pipe, the fourth pipe and the first pipe.

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