A heating system and heating method for a hydrogen composite power system

Abstract

The present invention discloses a heating system for a hydrogen composite power system and a heating method thereof, comprising a parking diesel heater, wherein the parking diesel heater heats coolant by burning diesel, and a hydrogen fuel cell, a power battery, an engine, and a heater core adopt a parallel coolant heating circuit. The diesel combustion heats the coolant so that the parking diesel heater has good heating performance, which can meet the heating and defrosting and demisting requirements of the cab of a power system with multiple power sources in cold weather, the heat preservation requirements of the hydrogen fuel cell and the power battery, and can ensure the low-temperature cold start of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of new energy vehicles, and in particular to a heating system for a hydrogen composite power system and a heating method thereof. Background Art

[0002] With the gradual tightening of national energy conservation and emission reduction policies, the development of new energy vehicles has become an inevitable development trend. Medium and heavy-duty commercial vehicles and long-distance buses use a composite electric drive system of fuel cells, power batteries, and internal combustion engines due to their large full-load mass, long driving range, and basically high-speed driving conditions. This can achieve zero-emission drive with the fuel cell system as an energy source, and near-zero-emission drive with the fuel cell system and internal combustion engine as a composite energy source.

[0003] However, the diversity of power sources requires that the heating system can not only meet the heating and defrosting and demisting needs of the cab in cold weather, the insulation needs of hydrogen fuel cells and power batteries, but also ensure the low-temperature cold start of diesel engines, hydrogen fuel cells and power batteries.

[0004] The heaters currently used in new energy vehicles generally include PTC heaters and heat pump systems.

[0005] The PTC heating solution has many disadvantages, including high heating energy consumption and low heating efficiency, which has a significant impact on the driving range of the power source, thereby affecting its service life.

[0006] The thermal efficiency of the heating mode of the heat pump system is twice that of the PTC heating mode, but the electric drive in the heat pump air-conditioning system will affect the vehicle's mileage. In addition, the efficiency of the heat pump system is severely reduced at low temperatures, and the outdoor heat exchanger is also prone to frost. As the ambient temperature decreases, the heating capacity is severely attenuated. Under extremely cold conditions, the energy efficiency ratio drops significantly. Summary of the invention

[0007] The object of the present invention is to provide a heating system and a heating method for a hydrogen hybrid power system to solve one or more technical problems existing in the prior art and at least provide a beneficial choice or create conditions.

[0008] The technical solutions adopted to solve the above technical problems are:

[0009] The present invention provides a heating system for a hydrogen composite power system, comprising a water tank, a parking diesel heater, and a coolant heating flow path assembly connected in a closed loop to form a single circuit, the coolant heating flow path assembly comprising a first heating flow path, a second heating flow path, a third heating flow path, and a fourth heating flow path connected in parallel end to end, the first heating flow path comprising a first solenoid valve and a hydrogen fuel cell connected through a pipeline, the second heating flow path comprising a second solenoid valve and a power battery connected through a pipeline, the third heating flow path comprising a third solenoid valve and an engine connected through a pipeline, the fourth heating flow path comprising a fourth solenoid valve and a heater core installed in a cockpit connected through a pipeline, and the coolant heating flow path assembly also comprises a power pump assembly.

[0010] The beneficial effects of the present invention are as follows: the parking diesel heater heats the coolant by burning diesel, and the hydrogen fuel cell, power battery, engine, and cab heater core adopt a parallel coolant heating circuit. The diesel combustion heats the coolant so that the parking diesel heater has good heating performance, which can not only meet the heating and defrosting and demisting requirements of the cab of the power system with multiple power sources in cold weather, and the insulation requirements of the hydrogen fuel cell and power battery, but also ensure the low-temperature cold start of the diesel engine, hydrogen fuel cell and power battery, improve the performance of the power system, extend the service life, and also reduce the heating cost of the entire vehicle.

[0011] As a further improvement of the above technical solution, the coolant outlet of the hydrogen fuel cell is connected to the coolant inlet of the power battery through a pipeline with a fifth solenoid valve. When the vehicle is started using the hydrogen fuel cell as a power source, the high-temperature coolant generated by the hydrogen fuel cell after the cold start can be used as a heat source to heat the engine, the heater core and the power battery. Since the power battery is highly sensitive to temperature, the high-temperature coolant can be used to heat the power battery first through the series circuit of the hydrogen fuel cell and the power battery, thereby improving the heating efficiency of the power battery.

[0012] As a further improvement of the above technical solution, it also includes a diesel supply device, which is connected to the parking diesel heater and the engine through pipelines, and a heat exchanger is connected between the diesel supply device and the engine, and the hot water side of the heat exchanger is connected in series between the third solenoid valve and the engine. The fuel flows into the engine after being preheated by the heat exchanger, which can promote the ignition of the engine during cold start. The high-temperature coolant flows out of the heat exchanger and flows into the engine water jacket, which reduces the resistance of the engine during cold start, further promotes the ignition of the engine during cold start, improves the idle cold start performance of the engine, and thus improves the economy of the whole vehicle.

[0013] As a further improvement of the above technical solution, the third heating flow path also includes an auxiliary heating flow path, and the auxiliary heating flow path includes a sixth solenoid valve, and the sixth solenoid valve is connected between the parking diesel heater and the engine through a pipeline. Because the high-temperature coolant preheats the fuel before entering the engine water jacket, the temperature of the high-temperature coolant is reduced at this time. When it is not enough to heat the engine, the auxiliary heating flow path can be used to supplement the engine.

[0014] As a further improvement of the above technical solution, it also includes an electronically controlled flow divider, the flow divider inlet of the electronically controlled flow divider is connected to the parking diesel heater, and the flow divider outlet of the electronically controlled flow divider is respectively connected to the coolant inlets of the first solenoid valve, the second solenoid valve, the fourth solenoid valve, and the sixth solenoid valve. The electronically controlled flow divider can be used to divide the high-temperature coolant and control the amount of coolant in each circuit, so that the fuel consumption of the parking diesel heater is within an appropriate range, reducing fuel consumption and further reducing the use cost.

[0015] As a further improvement of the above technical solution, the power pump assembly includes a first water pump, and the first water pump is connected in series between the parking diesel heater and the electronically controlled diverter.

[0016] As a further improvement of the above technical solution, a bypass pipe with a seventh solenoid valve is connected in parallel between the liquid inlet and the liquid outlet of the parking diesel heater. After the cold start is completed, the parking diesel heater is turned off, the seventh solenoid valve is opened, and the heating system is switched to the vehicle driving cycle mode.

[0017] As a further improvement of the above technical solution, the parking diesel heater is connected to a heater exhaust pipe, the engine is connected to an engine exhaust pipe, and the exhaust gas discharged from the heater exhaust pipe is discharged to the engine exhaust pipe through a one-way valve. The exhaust pipe of the parking diesel heater is integrated with the exhaust pipe of the engine, which solves the emission problem caused by the combustion of diesel by the parking diesel heater.

[0018] In addition, the present invention also provides a heating method, which is based on the above-mentioned heating system for the hydrogen hybrid power system. When the external ambient temperature is lower than the preset temperature T1 and the vehicle is in a parking state, the parking diesel heater is started, and the high-temperature coolant is used to keep the hydrogen fuel cell warm through the first heating flow path, and the power battery warm through the second heating flow path. If the cab heating mode is turned on at the same time, the high-temperature coolant heats the heater core through the fourth heating flow path at the same time; when the vehicle is idle started, the power source prioritizes the hydrogen fuel cell for idle start, followed by the power battery, and finally the engine, and the corresponding power source is heated and heated by controlling the opening of the first heating flow path, the second heating flow path, the third heating flow path, and the fourth heating flow path.

[0019] As a further improvement of the above technical solution, a bypass pipe with a seventh solenoid valve is connected in parallel between the liquid inlet and the liquid outlet of the parking diesel heater. If the hydrogen fuel cell idle start is adopted, when the temperature in the hydrogen fuel cell reaches the preset temperature T2, the parking diesel heater is turned off and the seventh solenoid valve is opened, and the preset temperature T2 ranges from 0°C to 20°C; if the power battery idle start is adopted, when the temperature in the power battery reaches the preset temperature T3, the parking diesel heater is turned off and the seventh solenoid valve is opened, and the preset temperature T3 ranges from 20°C to 30°C. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention will be further described below in conjunction with the accompanying drawings and embodiments;

[0021] Figure 1 is a system schematic diagram of a heating system for a hydrogen hybrid power system according to an embodiment of the present invention;

[0022] Figure 2 It is a schematic diagram of the exhaust structure of a heating system for a hydrogen hybrid power system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0023] This section will describe in detail the specific embodiments of the present invention. The preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the text part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present invention, but it cannot be understood as a limitation on the scope of protection of the present invention.

[0024] 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.

[0025] In the description of the present invention, "greater than", "less than", "exceed" etc. are understood as not including the number itself, and "above", "below", "within" etc. are understood as including the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0026] 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.

[0027] Embodiment 1:

[0028] Reference Figure 1-2 The heating system for a hydrogen hybrid power system of embodiment 1 of the present invention is described. The hydrogen hybrid power system is a multi-power source, and the power sources include a hydrogen fuel cell 330, a power battery 430, and an engine 530. The engine is specifically a diesel engine. The heating system needs to provide circulating high-temperature coolant for the hydrogen fuel cell, the power battery, and the engine to achieve heating and defrosting and demisting of the cab of the power system in cold weather, insulation of the hydrogen fuel cell and the power battery, and low-temperature cold starting of the engine, the hydrogen fuel cell, and the power battery.

[0029] The heating system includes a water tank 110, which is used to store coolant. The water tank 110 includes a water outlet 111 and a water return port 112; a parking diesel heater 120, which is used to heat the coolant flowing into it and output high-temperature coolant. The parking diesel heater 120 includes a diesel inlet 123, a liquid outlet 122, and a liquid inlet 121; a diesel supply device, which includes a diesel tank 540, which is used to provide diesel for combustion. The diesel tank 540 includes a first fuel outlet 541 and a second fuel outlet 542; a coolant heating flow path component, which includes a power pump component. The water tank 110, the parking diesel heater 120, and the coolant heating flow path component are closed-loop connected to form a loop. Under the action of the power pump component, the coolant in the water tank 110 is heated by the parking diesel heater 120, flows through the coolant heating flow path component, and then flows back to the water tank 110.

[0030] The coolant heating flow path assembly includes a first heating flow path, a second heating flow path, a third heating flow path and a fourth heating flow path connected in parallel between the parking diesel heater 120 and the water tank 110, and the power pump assembly includes a first water pump 130, a first water pump 320, and an engine cooling system water pump arranged on the engine body.

[0031] Specifically, the water outlet 111 is connected to the liquid inlet 121 through a pipeline to deliver coolant to the parking diesel heater 120, and the parking diesel heater 120 is further connected to the first water pump 130. The first water pump 130 includes a water pump inlet and a water pump outlet. The liquid outlet 122 is connected to the water pump inlet through a pipeline. The first heating flow path, the second heating flow path, and the fourth heating flow path are connected in parallel between the water pump outlet and the return water port 112 through a pipeline. The first heating flow path includes a first solenoid valve 310, a second water pump 320, which are connected in sequence through pipelines. 0, hydrogen fuel cell 330, the second heating flow path includes a second solenoid valve 410 and a power battery 430 connected in sequence through pipelines, the fourth heating flow path includes a fourth solenoid valve 610 and a heater core 620 connected in sequence through pipelines; the third heating flow path is connected between the liquid outlet 122 and the return water outlet 112 through a pipeline, including a third solenoid valve 510 and an engine 530 connected in sequence through pipelines. Since an engine cooling system water pump is provided on the engine body, the third heating flow path does not pass through the first water pump 130.

[0032] In this way, the high-temperature coolant heated by the parking diesel heater 120 can flow through the first heating flow path, the second heating flow path, and the fourth heating flow path after passing through the first water pump 130, and then flow back to the liquid outlet 122 to enter the water tank 110 for the next cycle; or it can flow directly from the liquid outlet 122 through the third heating flow path without passing through the first water pump 130, and then flow back to the liquid outlet 122 to enter the water tank 110 for the next cycle. During the parking and starting process, the vehicle can select one of the first heating flow path, the second heating flow path, the third heating flow path, and the fourth heating flow path, or select multiple circuits at the same time to circulate the high-temperature coolant.

[0033] The first fuel outlet 541 is connected to the diesel inlet 123 through a pipeline to deliver diesel to the parking diesel heater 120. The heat exchanger 520 is connected in series on the third heating flow path. The second fuel outlet 542 is connected to the heat exchanger 520 and the engine 530 in sequence through a pipeline. In addition, the hot water exchange side of the heat exchanger 520 is connected in series between the third solenoid valve 510 and the engine 530. The coolant flowing from the parking diesel heater 120 to the engine 530 and the fuel flowing from the fuel tank 540 to the engine 530 are heat exchanged in the heat exchanger 520. The fuel flows through the heat exchanger 520 for preheating and then enters the engine, which can promote the ignition of the engine during cold start. The high-temperature coolant flows out of the heat exchanger and flows into the engine water jacket, which reduces the resistance of the engine during cold start, further promotes the ignition of the engine during cold start, improves the idle cold start performance of the engine, and thus improves the economy of the entire vehicle.

[0034] Furthermore, the coolant outlet of the hydrogen fuel cell 330 is also connected to the coolant inlet of the fifth solenoid valve 350 and the power battery 430 in sequence through a pipeline to form a hydrogen fuel cell and a power battery series circuit. When the vehicle is started using a hydrogen fuel cell as a power source, the high-temperature coolant generated by the hydrogen fuel cell after the cold start can be used as a heat source to heat the engine, the heater core and the power battery. Since the power battery is highly sensitive to temperature, the high-temperature coolant flowing out of the coolant outlet of the hydrogen fuel cell 330 can flow through the power battery 430 first through the series circuit of the hydrogen fuel cell and the power battery, and then the power battery 430 is heated first, thereby improving the heating efficiency of the power battery.

[0035] In addition, the input ends of the first heating flow path, the second heating flow path, and the fourth heating flow path are connected to the water pump outlet through the first multi-way valve 140; the output ends of the first heating flow path, the second heating flow path, the third heating flow path, and the fourth heating flow path are connected through the second multi-way valve 150, and the second multi-way valve 150 is connected to the throttle valve 160 and the return water port 112 in sequence through pipelines.

[0036] The water tank 110, the parking diesel heater 120, the first water pump 130, the first solenoid valve 310, the second water pump 320, the hydrogen fuel cell 330, and the throttle valve 160 are connected through a pipeline closed loop to form a hydrogen fuel cell heating circulation loop, which can achieve the heat preservation of the hydrogen fuel cell in cold weather and the low-temperature cold start of the hydrogen fuel cell. The hydrogen fuel cell 330 is also provided with a first temperature sensor 340, which is used to sense the temperature of the hydrogen fuel cell 330.

[0037] The water tank 110, the parking diesel heater 120, the first water pump 130, the second solenoid valve 410, the power battery 430, and the throttle valve 160 are connected through a closed-loop pipeline to form a power battery heating circulation loop, which can achieve heat preservation of the power battery in cold weather and low-temperature cold start of the power battery. The power battery 430 is also provided with a second temperature sensor 440, which is used to sense the temperature of the power battery 430.

[0038] The water tank 110, the parking diesel heater 120, the first water pump 130, the fourth solenoid valve 610, the heater core 620, and the throttle valve 160 are connected through a closed-loop pipeline to form a cab warm air circulation loop, which can achieve heating, defrosting and defogging of the cab 640 in cold weather. A blower 630 and a fourth temperature sensor 650 are provided in the cab 640. The fourth temperature sensor 650 is used to sense the temperature in the cab 640. When the high-temperature coolant flows through the heater core 620 for heating, the blower 630 works to heat and blow air to the cab.

[0039] The water tank 110, the parking diesel heater 120, the third solenoid valve 510, the heat exchanger 520, the engine 530, and the throttle valve 160 are connected through a closed-loop pipeline to form an engine heating circulation circuit, which can achieve low-temperature cold starting of the engine in cold weather.

[0040] In addition, a bypass pipe with a seventh solenoid valve 170 is connected in parallel between the liquid inlet 121 and the liquid outlet 122 of the parking diesel heater 120. After the cold start is completed, the parking diesel heater is turned off, the seventh solenoid valve is opened, and the heating system is switched to the vehicle driving cycle mode. After the vehicle is running, when the hydrogen fuel cell 330, the power battery 430, and the engine 530 can all work to produce high-temperature coolant, the parking diesel heater 120 is no longer needed to heat the coolant, so the parking diesel heater is turned off and the seventh solenoid valve is opened to form a coolant circulation loop in the vehicle driving state. Moreover, when the hydrogen fuel cell 330 is used as a power source to drive the vehicle, the corresponding solenoid valve is opened, and the high-temperature coolant generated can also heat the power battery 430, the heater core 620, and the engine 530; when the power battery 430 is used as a power source to drive the vehicle, the high-temperature coolant generated can also heat the hydrogen fuel cell 330, the heater core 620, and the engine 530; when the engine 530 is used as a power source to drive the vehicle, the high-temperature coolant generated can also heat the hydrogen fuel cell 330, the power battery 430, and the heater core 620.

[0041] In addition, refer to Figure 2 The parking diesel heater 120 is connected to a heater exhaust pipe 700, and the engine 530 is connected to an engine exhaust pipe 800. The exhaust gas emitted from the heater exhaust pipe 700 is discharged to the engine exhaust pipe 800 through a one-way valve 710. The exhaust pipe of the parking diesel heater is integrated with the exhaust pipe of the engine, thereby solving the emission problem caused by the combustion of diesel by the parking diesel heater.

[0042] Embodiment 2:

[0043] The difference between Example 2 and Example 1 is that the third heating flow path also includes an auxiliary heating flow path. Since the high-temperature coolant preheats the diesel and then enters the engine water jacket, the temperature of the high-temperature coolant is reduced. When it is not enough to heat the engine, the engine can be supplemented by the auxiliary heating flow path. The auxiliary heating flow path includes the sixth solenoid valve 550. The first multi-way valve 140, the sixth solenoid valve 550, and the engine 530 are connected in sequence through pipelines. The high-temperature coolant heated by the parking diesel heater 120 has two flow paths to flow to the engine, one of which flows into the engine 530 through the heat exchanger 520, and the other flows directly into the engine 530 without passing through the heat exchanger 520 to heat the engine.

[0044] Embodiment 3:

[0045] The difference between Example 3 and Example 1 is that an electrically controlled diverter is further connected between the first multi-way valve 140 and the input ends of the first heating flow path, the second heating flow path, and the fourth heating flow path, the diverter inlet of the electrically controlled diverter is connected to the water pump outlet, and the diverter outlet of the electrically controlled diverter is respectively connected to the coolant inlets of the first solenoid valve 310, the second solenoid valve 410, and the fourth solenoid valve 610. The use of an electrically controlled diverter can divert the high-temperature coolant and control the amount of coolant in each circuit, so that the diesel consumption of the parking diesel heater is within an appropriate range, reducing the diesel consumption and thus reducing the use cost.

[0046] Embodiment 4:

[0047] The difference between Example 4 and Example 2 is that an electrically controlled diverter is further connected between the first multi-way valve 140 and the input ends of the first heating flow path, the second heating flow path, the fourth heating flow path, and the auxiliary heating flow path. Specifically, on the vehicle, the engine 530 and the heater core 620 are relatively close, and the hydrogen fuel cell 330 and the power battery 430 are relatively close. In order to make the pipeline direction smoother and more reasonable, the electrically controlled diverter includes a first electrically controlled diverter 210 and a second electrically controlled diverter 220. The first diverter inlet of the first electrically controlled diverter 210 is connected to the water pump outlet, and the first diverter outlet of the first electrically controlled diverter 210 is respectively connected to the coolant inlet of the first solenoid valve 310 and the second solenoid valve 410; the second diverter inlet of the second electrically controlled diverter 220 is connected to the water pump outlet, and the second diverter outlet of the second electrically controlled diverter 220 is respectively connected to the coolant inlet of the fourth solenoid valve 610 and the second solenoid valve 410. That is, the first electronically controlled flow divider 210 controls the amount of coolant entering the hydrogen fuel cell 330 and the power battery 430, and the second electronically controlled flow divider 220 controls the amount of coolant entering the heater core 620 and the engine 530. It can be understood that in other embodiments, the first electronically controlled flow divider 210 and the second electronically controlled flow divider 220 can also be integrated into an integral electronically controlled flow divider.

[0048] In some other embodiments, the fifth solenoid valve 350 may not be provided, that is, the hydrogen fuel cell and the power battery do not partially form a series circuit, and the high-temperature coolant flowing out of the coolant outlet of the hydrogen fuel cell 330 is not diverted and directly flows back to the water tank 112.

[0049] In some other embodiments, the third heating flow path may not be connected in series with a heat exchanger, and may not include an auxiliary heating flow path.

[0050] In some other embodiments, depending on the actual situation, the second water pump 320 may not be provided; of course, a water pump may also be provided on each heating flow path according to the actual situation, as long as the circulation of the coolant can be achieved.

[0051] In the heating system of this embodiment, the parking diesel heater heats the coolant by burning diesel, and the hydrogen fuel cell, power battery, engine, and cab heater core adopt parallel coolant heating circuits. The diesel combustion heats the coolant, which enables the parking diesel heater to have good heating performance. This can not only meet the heating and defrosting and demisting requirements of the cab of the multi-power source power system in cold weather, and the insulation requirements of the hydrogen fuel cell and power battery, but also ensure the low-temperature cold start of the diesel engine, hydrogen fuel cell and power battery, improve the performance of the power system, extend the service life, and also reduce the heating cost of the entire vehicle.

[0052] In addition, the above embodiment also provides a heating method, which is based on the above heating system for the hydrogen hybrid power system. The specific heating method is as follows:

[0053] When the external environment temperature is lower than the preset temperature T1, for example, the external environment temperature is lower than minus 20°C, and the vehicle is in the parking state, the power system does not work at this time. The vehicle control system starts the parking diesel heater 120 according to the temperature feedback of the first temperature sensor 340 and the second temperature sensor 440, opens the first solenoid valve 310 and the second solenoid valve 410, and the high-temperature coolant heated by the parking diesel heater 120 circulates in the hydrogen fuel cell heating circulation loop and the power battery heating circulation loop to keep the hydrogen fuel cell 330 and the power battery 430 warm, and the insulation temperature is above 0°C. When the cab heating mode is turned on at the same time, for example, the driver turns on the heating mode in the cab, opens the fourth solenoid valve 610, and the high-temperature coolant circulates in the cab heating circulation loop, and the blower 630 works to heat and blow the cab, so as to achieve heating and defrosting and defogging of the cab, and the fourth temperature sensor 650 detects the temperature in the cab 640.

[0054] When the vehicle is idle started, the hydrogen fuel cell heating loop, the power battery heating loop, and the engine heating loop are started, and the corresponding first solenoid valve 310, the second solenoid valve 410, and the third solenoid valve 510 are opened accordingly. Specifically, the corresponding power heating loop is opened according to the vehicle start strategy. In the embodiment of the present invention, the vehicle start strategy gives priority to emission and energy saving, so the hydrogen fuel cell is first selected for idle start, followed by the power battery, and finally the engine.

[0055] When the hydrogen fuel cell 330 is started at idle speed, the first solenoid valve 310 and the fourth solenoid valve 610 are opened, and the high-temperature coolant is divided into two paths, one for heating the hydrogen fuel cell 330 and the other for heating the heater core 620. When the first temperature sensor 340 detects that the temperature inside the hydrogen fuel cell reaches the preset temperature T2, for example, in this embodiment, 0°C≤T2≤20°C, the parking diesel heater 120 is turned off and the seventh solenoid valve 170 is opened. The hydrogen fuel cell 330 starts to work, and an electrochemical reaction occurs inside the stack. The reaction heat of the stack increases the stack temperature to 60°C and the vehicle starts to drive.

[0056] Furthermore, after the vehicle is started, the fifth solenoid valve 350 is opened, and the high-temperature coolant generated by the hydrogen fuel cell 330 is divided into two paths and flows back to the water tank 112. One path passes through the coolant outlet of the hydrogen fuel cell 330 and the throttle valve 160 in sequence and flows back to the water tank 112, and the other path passes through the coolant outlet of the hydrogen fuel cell 330, the fifth solenoid valve 350, the power battery 430, and the throttle valve 160 in sequence and flows back to the water tank 112. Through the series circuit of the hydrogen fuel cell and the power battery, the high-temperature coolant first heats the power battery before entering the water tank.

[0057] When the power battery 430 is started at idle speed, the second solenoid valve 410 and the fourth solenoid valve 610 are opened, and the high-temperature coolant is divided into two paths, one path heats the power battery 430, and the other path heats the heater core 620. When the second temperature sensor 440 detects that the temperature inside the power battery reaches a preset temperature T3, for example, 20°C≤T3≤30°C in this embodiment, the parking diesel heater 120 is turned off, and the seventh solenoid valve 170 is opened, the power battery 430 starts to work and drives the vehicle to travel.

[0058] When the engine 530 is started at idle speed, the third solenoid valve 510 and the fourth solenoid valve 610 are opened, and the high-temperature coolant is divided into two paths, one of which flows through the heat exchanger 520 for heat exchange and then flows into the engine 530 to heat the engine, and the other of which heats the heater core 620. Furthermore, when the heat of the coolant flowing out of the heat exchanger 520 is insufficient to provide the heat required by the engine 530, the sixth solenoid valve 550 is opened to supplement the engine heating through the auxiliary heating flow path.

[0059] The preferred embodiments of the present invention are specifically described above, but the invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

[0060] The present invention discloses a heating system for a hydrogen composite power system and a heating method thereof, comprising a parking diesel heater, wherein the parking diesel heater heats coolant by burning diesel, and a hydrogen fuel cell, a power battery, an engine, and a heater core adopt a parallel coolant heating circuit. The diesel combustion heats the coolant so that the parking diesel heater has good heating performance, which can meet the heating and defrosting and demisting requirements of the cab of a power system with multiple power sources in cold weather, the heat preservation requirements of the hydrogen fuel cell and the power battery, and can ensure the low-temperature cold start of the vehicle.

Claims

1. A heating system for a hydrogen hybrid power system, characterized in that: include: A water tank (110), a parking diesel heater (120), and a coolant heating flow path assembly connected in a closed loop to form a primary circuit, the coolant heating flow path assembly comprising a first heating flow path, a second heating flow path, a third heating flow path, and a fourth heating flow path connected in parallel end to end, the first heating flow path comprising a first solenoid valve (310) and a hydrogen fuel cell (330) connected via a pipeline, the second heating flow path comprising a second solenoid valve (410) and a power battery (430) connected via a pipeline, the third heating flow path comprising a third solenoid valve (510) and an engine (530) connected via a pipeline, the fourth heating flow path comprising a fourth solenoid valve (610) and a heater core (620) installed in the cockpit, the coolant heating flow path assembly further comprising a power pump assembly, the coolant outlet of the hydrogen fuel cell (330) being connected to the coolant inlet of the power battery (430) via a pipeline with a fifth solenoid valve (350); a diesel supply device, the diesel supply device being connected to the parking diesel heater (120) and the engine (530) respectively through pipelines, a heat exchanger (520) being connected between the diesel supply device and the engine (530), a water exchange side of the heat exchanger (520) being connected in series between the third solenoid valve (510) and the engine (530); the third heating flow path further comprising an auxiliary heating flow path, the auxiliary heating flow path comprising a sixth solenoid valve (550), the sixth solenoid valve (550) being connected between the parking diesel heater (120) and the engine (530) through pipelines; an electrically controlled flow divider, wherein the flow divider inlet of the electrically controlled flow divider is in communication with the parking diesel heater (120), and the flow divider outlet of the electrically controlled flow divider is in communication with the coolant inlets of the first solenoid valve (310), the second solenoid valve (410), the fourth solenoid valve (610), and the sixth solenoid valve (550), respectively; The power pump assembly comprises a first water pump (130), wherein the first water pump (130) is connected in series between the parking diesel heater (120) and the electronically controlled diverter; A bypass pipe with a seventh solenoid valve (170) is connected in parallel between the liquid inlet (121) and the liquid outlet (122) of the parking diesel heater (120).

2. The heating system for a hydrogen hybrid power system according to claim 1, characterized in that: The parking diesel heater (120) is connected to a heater exhaust pipe (700), the engine (530) is connected to an engine exhaust pipe (800), and the exhaust gas discharged from the heater exhaust pipe (700) is discharged to the engine exhaust pipe (800) through a one-way valve (710).

3. A heating method, characterized in that: It adopts the heating system for hydrogen hybrid power system according to any one of claims 1 to 2. When the external environment temperature is lower than the preset temperature T1 and the vehicle is in the parking state, the parking diesel heater (120) is started, and the high-temperature coolant is used to keep the hydrogen fuel cell (330) warm through the first heating flow path, and the power battery (430) is kept warm through the second heating flow path. If the cab heating mode is turned on at the same time, the high-temperature coolant is used to heat the heater core (620) through the fourth heating flow path at the same time. When the vehicle is idle started, the power source first selects the hydrogen fuel cell for idle start, followed by the power battery, and finally the engine. The corresponding power source is heated and heated by controlling the opening of the first heating flow path, the second heating flow path, the third heating flow path, and the fourth heating flow path. A bypass pipe with a seventh solenoid valve (170) is connected in parallel between the liquid inlet (121) and the liquid outlet (122) of the parking diesel heater (120). If the hydrogen fuel cell (330) is used for idle start, when the temperature in the hydrogen fuel cell (330) reaches a preset temperature T2, the parking diesel heater (120) is turned off and the seventh solenoid valve (170) is opened. The preset temperature T2 ranges from 0°C to 20°C. If the power battery (430) is used for idle start, when the temperature in the power battery (430) reaches a preset temperature T3, the parking diesel heater (120) is turned off and the seventh solenoid valve (170) is opened. The preset temperature T3 ranges from 20°C to 30°C.

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