A thermal management system, control method and vehicle for hydrogen fuel cell electric vehicle

Abstract

The present invention relates to the field of hydrogen energy vehicle thermal management technology, and specifically to a hydrogen fuel cell electric vehicle thermal management system, control method and vehicle. The hydrogen fuel cell electric vehicle thermal management system includes: a fuel cell cooling circuit, an air conditioning heating circuit, a power battery temperature control circuit, an air conditioning refrigeration circuit, a motor heat dissipation pipeline and a motor and accessory temperature control pipeline; the fuel cell cooling circuit, the air conditioning heating circuit and the power battery temperature control circuit are connected by a five-way valve, and heat exchange can be performed between two or three of them; the power battery temperature control circuit, the motor heat dissipation pipeline and the motor and accessory temperature control pipeline are connected by a six-way valve, and heat exchange can be performed between two or two of them. It can solve the problem in the prior art that the fuel cell thermal management, the power battery thermal management, the motor and high-voltage electric accessory thermal management and the cab air conditioning all work independently, resulting in heat waste.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management of hydrogen energy vehicles, and in particular to a thermal management system, a control method and a vehicle for a hydrogen fuel cell electric vehicle. Background Art

[0002] As the global greenhouse effect intensifies and oil prices continue to rise, the new energy vehicle industry has entered a fast lane of rapid development. Hydrogen fuel cell electric vehicles have zero pollution and can guarantee long driving range, and have become new energy models that various car companies are competing to develop. Since hydrogen fuel cell electric vehicles have only received attention from car companies in recent years, technical research and development is still in the early stages, and there is still a lot of room for optimization and improvement.

[0003] The thermal management system of hydrogen fuel cell electric vehicles includes fuel cell thermal management, power battery thermal management, motor and high-voltage electric accessories thermal management, and cab air conditioning.

[0004] For hydrogen fuel cell electric vehicles currently under development, fuel cell thermal management, power battery thermal management, motor and high-voltage electric accessory thermal management, and cab air conditioning all operate and are independently controlled, which is not only costly and space-consuming, but also the waste heat of the hydrogen fuel cell, motor, and high-voltage electric accessories is wasted through the radiator and is not effectively utilized. Summary of the invention

[0005] In view of the defects existing in the prior art, the purpose of the present invention is to provide a thermal management system, control method and vehicle for a hydrogen fuel cell electric vehicle, which can solve the problem in the prior art that the thermal management of fuel cells, power batteries, motors and high-voltage electric accessories, and cab air conditioning all work independently, resulting in heat waste.

[0006] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0007] In a first aspect, the present invention provides a thermal management system for a hydrogen fuel cell electric vehicle, including: a fuel cell cooling circuit, an air conditioning heating circuit, a power battery temperature control circuit, a motor heat dissipation pipeline, and a motor and accessory temperature control pipeline;

[0008] The fuel cell cooling circuit, the air conditioning heating circuit and the power battery temperature control circuit are connected through a five-way valve, and heat exchange can be performed between two or three of them;

[0009] The power battery temperature control circuit, the motor heat dissipation pipeline and the motor and accessory temperature control pipeline are connected through a six-way valve, and heat exchange can be performed between them.

[0010] In some optional schemes, the five-way valve includes a first four-way valve and a first three-way valve, the first four-way valve includes a first a port, a first b port, a first g port and a first e port, the first a port can be communicated with the first b port or the first e port, the first g port can be communicated with the first b port or the first e port, the first three-way valve includes a first c port, a first d port and a first f port communicated with the first g port, the first f port can be communicated with the first c port or the first d port, a first heat exchanger is provided on the fuel cell cooling circuit, the heat exchange inlet and outlet of the first heat exchanger are respectively connected to the first a port and the first b port, the pipeline of the air conditioning heating circuit is connected to the first d port and the first e port to form a circuit, and a second heat exchanger is provided on the power battery temperature control circuit, the heat exchange inlet and outlet of the second heat exchanger are respectively connected to the first c port and the first d port.

[0011] In some optional schemes, the fuel cell cooling circuit is also provided with a third three-way valve, a cooling module, a first water tank, a first water pump and a fuel cell temperature control pipeline in sequence, the first heat exchanger is arranged on the pipeline between the fuel cell temperature control pipeline and the third three-way valve, the third three-way valve includes a third a port and a third b port arranged on the pipeline between the first heat exchanger and the cooling module, and a third c port connected to the pipeline between the cooling module and the first water tank, and the third a port can be connected to the third b port or the third c port.

[0012] In some optional schemes, the six-way valve includes a second four-way valve and a second three-way valve, the second four-way valve includes a second a port, a second b port, a second c port and a second f port, the second a port can be communicated with the second b port or the second f port, the second c port can be communicated with the second b port or the second f port, the second three-way valve includes a second d port, a second e port and a second g port communicated with the second f port, the second d port can be communicated with the second g port or the second e port, the power battery temperature control circuit forms a circuit by connecting with the second a port and the second b port, the two ends of the motor heat dissipation pipeline are respectively connected to the second f port and the second e port, and the two ends of the motor and accessory temperature control pipeline are respectively connected to the second c port and the second d port.

[0013] In some optional schemes, an air-conditioning refrigeration circuit is also included, and the power battery temperature control circuit and the air-conditioning refrigeration circuit are connected through a third heat exchanger to achieve heat exchange.

[0014] In a second aspect, the present invention further provides a thermal management method for a hydrogen fuel cell electric vehicle, which is implemented using any of the above-mentioned thermal management systems for a hydrogen fuel cell electric vehicle, and comprises the following steps:

[0015] When the power battery needs to be heated, the power battery is heated by connecting the motor and accessory temperature control pipeline, the fuel cell cooling circuit or the air conditioning heating circuit to the power battery temperature control circuit;

[0016] When the cab needs to be heated, the fuel cell cooling circuit is connected to the air conditioning heating circuit, or the air conditioning heating circuit is self-circulated to heat the cab;

[0017] When the fuel cell needs to be heated, the fuel cell cooling circuit and the air conditioning heating circuit are connected to heat the fuel cell.

[0018] In some optional solutions, when the power battery needs to be heated, the power battery is heated by connecting the motor and accessory temperature control pipeline, the fuel cell cooling circuit or the air conditioning heating circuit with the power battery temperature control circuit, including:

[0019] Determine whether the inlet temperature of the motor cooling pipeline in the motor and accessory temperature control pipeline is greater than the average temperature of the power battery, and the difference is greater than or equal to the set value, and the motor power is greater than or equal to the battery's motor waste heat reference power:

[0020] If yes, connect the motor and accessory temperature control pipeline to the power battery temperature control circuit through the five-way valve. If no, determine whether the inlet temperature of the fuel cell temperature control pipeline in the fuel cell cooling circuit is greater than the average temperature of the power battery, and the difference is greater than or equal to the set value:

[0021] If yes, the fuel cell cooling circuit is connected to the power battery temperature control circuit through a five-way valve; if no, the air conditioning heating circuit is connected to the power battery temperature control circuit through a five-way valve.

[0022] In some optional solutions, when the cab needs to be heated, the fuel cell cooling circuit is connected to the air conditioning heating circuit, or the air conditioning heating circuit is self-circulated to heat the cab, including:

[0023] Determine whether the inlet temperature of the fuel cell temperature control pipeline in the fuel cell cooling circuit is greater than or equal to the target temperature of the fuel cell inlet coolant, and whether the fuel cell power is greater than or equal to the air conditioning heating wind using fuel cell waste heat reference power:

[0024] If yes, the fuel cell cooling circuit is connected to the air conditioning heating circuit through the five-way valve. If no, the air conditioning heating circuit is started to self-circulate to heat the cab.

[0025] In some optional solutions, when the power battery, cab and fuel cell need to be heated at the same time:

[0026] First, the fuel cell cooling circuit is connected to the air conditioning heating circuit through a five-way valve to heat the fuel cell;

[0027] When the temperature of the fuel cell meets the requirement, the air conditioning heating circuit is connected to the power battery temperature control circuit through the five-way valve to heat the cab and the power battery at the same time;

[0028] When both the power battery and the cab need to be heated:

[0029] Determine whether the inlet temperature of the fuel cell temperature control pipeline in the fuel cell cooling circuit is greater than the cab heating request temperature and the average temperature of the power battery;

[0030] If so, the fuel cell cooling circuit, the air conditioning heating circuit and the power battery temperature control circuit are connected through a five-way valve to heat the cab and the power battery at the same time. If not, the air conditioning heating circuit and the power battery temperature control circuit are connected through a five-way valve to heat the cab and the power battery at the same time.

[0031] In a third aspect, the present invention further provides a vehicle comprising any one of the above-mentioned hydrogen fuel cell electric vehicle thermal management systems.

[0032] Compared with the prior art, the advantages of the present invention are: the fuel cell cooling circuit, the air conditioning heating circuit, the power battery temperature control circuit, the motor heat dissipation pipeline and the motor and accessory temperature control pipeline can work together, which can not only realize the waste heat utilization of the vehicle's fuel cell, motor and high-voltage electric accessories, but also reduce the energy consumption of the vehicle; only one PTC heater is provided in the air conditioning heating circuit to realize the low-temperature cold start of the fuel cell, cab heating and battery heating functions, thereby reducing the number of PTC heaters and reducing the system cost; the use of five-way regulating valves and six-way regulating valves can improve the system integration and reduce the number of system components while realizing the function of the entire thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 This is a schematic diagram of the structure of a thermal management system for a hydrogen fuel cell electric vehicle according to an embodiment of the present invention;

[0035] Figure 2 Schematic diagram of a five-way valve in an embodiment of the present invention;

[0036] Figure 3Schematic diagram of a six-way valve in an embodiment of the present invention;

[0037] Figure 4 is a schematic diagram of a collaborative management and control system in an embodiment of the present invention;

[0038] Figure 5 A schematic diagram of a power battery heating control strategy in an embodiment of the present invention;

[0039] Figure 6 Schematic diagram of the cab air conditioning heating control strategy in an embodiment of the present invention;

[0040] Figure 7 A schematic diagram of a fuel cell heating control strategy in an embodiment of the present invention;

[0041] Figure 8 Schematic diagram of the collaborative heating control strategy in an embodiment of the present invention.

[0042] In the figure: 1. Fuel cell cooling circuit; 11. First heat exchanger; 12. Third three-way valve; 13. Cooling module; 14. First water tank; 15. First water pump; 16. Fuel cell temperature control pipeline; 17. Fuel cell water inlet temperature sensor; 18. Fuel cell water outlet temperature sensor; 2. Air conditioning warm air circuit; 21. Warm air water pump; 22. PTC heater; 23. Air conditioning warm air core; 24. Air conditioning warm air temperature sensor; 3. Power battery temperature control circuit; 31. Second heat exchanger; 32. Battery temperature control pipeline; 33. Battery expansion tank; 34. Battery circulation water pump; 35. Battery water inlet temperature sensor; 36. Battery water outlet temperature Sensor; 4. Air conditioning refrigeration circuit; 41. Compressor; 42. Condenser; 43. Air conditioning refrigeration unit; 44. First expansion valve; 45. Second expansion valve; 46. Refrigerant high pressure sensor; 47. Refrigerant temperature and pressure sensor; 48. Third heat exchanger; 5. Motor cooling pipeline; 51. Motor cooling module; 52. Motor expansion water tank; 6. Motor and accessory temperature control pipeline; 61. Motor cooling pipeline; 62. Motor circulating water pump; 63. Motor water inlet temperature sensor; 64. Motor water outlet temperature sensor; 7. Five-way valve; 71. First four-way valve; 72. First three-way valve; 8. Six-way valve; 81. Second four-way valve; 82. Second three-way valve. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0044] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0045] like Figure 1 As shown, on the one hand, the present invention provides a thermal management system for a hydrogen fuel cell electric vehicle, including: a fuel cell cooling circuit 1, an air conditioning heating circuit 2, a power battery temperature control circuit 3, a motor heat dissipation pipeline 5, and a motor and accessory temperature control pipeline 6;

[0046] The fuel cell cooling circuit 1, the air conditioning heating circuit 2 and the power battery temperature control circuit 3 are connected through a five-way valve 7, and heat exchange can be performed between two or three of them;

[0047] The power battery temperature control circuit 3, the motor heat dissipation pipeline 5 and the motor and accessory temperature control pipeline 6 are connected through a six-way valve 8, and heat exchange can be performed between them.

[0048] In this solution, when the power battery needs to be heated, the power battery is heated by connecting the motor and accessory temperature control pipeline 6, the fuel cell cooling circuit 1 or the air conditioning heating circuit 2 with the power battery temperature control circuit 3; when the cab needs to be heated, the cab is heated by connecting the fuel cell cooling circuit 1 with the air conditioning heating circuit 2, or the air conditioning heating circuit 2 is self-circulated; when the fuel cell needs to be heated, the fuel cell is heated by connecting the fuel cell cooling circuit 1 with the air conditioning heating circuit 2. When the power battery, cab and fuel cell need to be heated at the same time: the fuel cell cooling circuit 1 can be connected to the air conditioning heating circuit 2 through the five-way valve 7 to heat the fuel cell; when the temperature of the fuel cell meets the requirements, the air conditioning heating circuit 2 is connected to the power battery temperature control circuit 3 through the five-way valve 7 to heat the cab and the power battery at the same time. The fuel cell cooling circuit 1, the air conditioning heating circuit 2, the power battery temperature control circuit 3, the motor heat dissipation pipeline 5 and the motor and accessory temperature control pipeline 6 can work together to realize the waste heat utilization of the fuel cell, motor and high-voltage electric accessories of the whole vehicle and reduce the energy consumption of the whole vehicle; only one PTC heater is provided in the air conditioning heating circuit 2 to realize the low-temperature cold start of the fuel cell, the cab heating and the battery heating functions, thereby reducing the number of PTC heaters and the system cost; the five-way regulating valve and the six-way regulating valve are adopted to realize the function of the entire thermal management system while improving the system integration and reducing the number of system components.

[0049] In addition, the six-way valve 8 can be used to connect the power battery temperature control loop 3 and the motor heat dissipation pipeline 5 to exchange heat between the power battery temperature control loop 3 and the motor heat dissipation pipeline 5. The motor heat dissipation pipeline 5 is used to cool the power battery in the power battery temperature control loop 3.

[0050] like Figure 2As shown, in some optional embodiments, the five-way valve 7 includes a first four-way valve 71 and a first three-way valve 72, the first four-way valve 71 includes a first a port, a first b port, a first g port and a first e port, the first a port can be communicated with the first b port or the first e port, the first g port can be communicated with the first b port or the first e port, the first three-way valve 72 includes a first c port, a first d port and a first f port communicated with the first g port, the first f port can be communicated with the first c port or the first d port, a first heat exchanger 11 is provided on the fuel cell cooling circuit 1, and the heat exchange inlet and outlet of the first heat exchanger 11 are respectively connected to the first a port and the first b port, the pipeline of the air conditioning warm air circuit 2 is connected to the first d port and the first e port to form a circuit, and a second heat exchanger 31 is provided on the power battery temperature control circuit 3, and the heat exchange inlet and outlet of the second heat exchanger 31 are respectively connected to the first c port and the first d port.

[0051] In this embodiment, a warm air water pump 21, a PTC heater 22 and an air conditioning warm air core 23 are sequentially arranged on the air conditioning warm air circuit 2. The warm air water pump 21 is connected to the first e port, and the air conditioning warm air core 23 is connected to the first d port through a pipeline. An air conditioning warm air temperature sensor 24 is arranged at the outlet of the air conditioning warm air core 23 to detect the temperature at the outlet of the air conditioning warm air core 23.

[0052] The power battery temperature control circuit 3 is also provided with a battery temperature control pipeline 32, a battery expansion water tank 33 and a battery circulating water pump 34 in sequence. The battery temperature control pipeline 32 adjusts the temperature of the power battery through the circulating fluid therein. A battery water inlet temperature sensor 35 is provided at the inlet of the battery temperature control pipeline 32 to detect the temperature at the inlet of the battery temperature control pipeline 32, and a battery water outlet temperature sensor 36 is provided at the outlet of the battery temperature control pipeline 32 to detect the temperature at the outlet of the battery temperature control pipeline 32.

[0053] In some optional embodiments, the fuel cell cooling circuit 1 is also provided with a third three-way valve 12, a cooling module 13, a first water tank 14, a first water pump 15 and a fuel cell temperature control pipeline 16 in sequence. The first heat exchanger 11 is arranged on the pipeline between the fuel cell temperature control pipeline 16 and the third three-way valve 12. The third three-way valve 12 includes a third a port and a third b port arranged on the pipeline between the first heat exchanger 11 and the cooling module 13, and a third c port connected to the pipeline between the cooling module 13 and the first water tank 14. The third a port can be connected to the third b port or the third c port.

[0054] In this example, a fuel cell water inlet temperature sensor 17 is provided at the inlet of the fuel cell temperature control pipeline 16 for obtaining the inlet temperature of the fuel cell temperature control pipeline 16 , and a fuel cell water outlet temperature sensor 18 is provided at the outlet for obtaining the outlet temperature of the fuel cell temperature control pipeline 16 .

[0055] When the air conditioning heating circuit 2 is connected to the power battery temperature control circuit 3 and the air conditioning heating circuit 2 is used to heat the power battery, the first f port and the first c port of the first three-way valve 72 in the five-way valve 7 are connected, and the first a port and the first b port of the first four-way valve 71 are connected, and the first e port and the first g port are connected. That is, the first a port and the first b port of the five-way valve 7 are connected, and the first c port and the first e port are connected. Turn on the PTC heater 22 for heating, turn on the heating water pump 21 for heat circulation, and turn on the power battery circulation water pump 34 on the power battery temperature control circuit 3. The air conditioning heating circuit 2 and the power battery temperature control circuit 3 exchange heat through the second heat exchanger 31, and the heat heated by the PTC heater 22 is carried to the power battery temperature control circuit 3 through the second heat exchanger 31, and finally to the power battery.

[0056] When the fuel cell cooling circuit 1 is connected to the power battery temperature control circuit 3 and the fuel cell cooling circuit 1 is used to heat the power battery, the first f port of the first three-way valve 72 in the five-way valve 7 is connected to the first c port, the first a port of the first four-way valve 71 is connected to the first e port, and the first b port is connected to the first g port. At this time, the first a port of the five-way valve 7 is connected to the first e port, the first b port is connected to the first c port, and the third a port is the same as the third c port. That is, a large heat exchange is formed between the fuel cell cooling circuit 1, the air conditioning warm air circuit 2 and the power battery temperature control circuit 3. Turn off the PTC heater 22, and turn on the warm air water pump 21 for heat circulation, turn on the first water pump 15, and turn on the power battery circulation water pump 34 on the power battery temperature control loop 3, the fuel cell cooling loop 1 and the air conditioning warm air loop 2 exchange heat through the first heat exchanger 11, and the air conditioning warm air loop 2 and the power battery temperature control loop 3 exchange heat through the second heat exchanger 31, so that the heat generated by the fuel cell temperature control pipeline 16 in the fuel cell cooling loop 1 can be transferred to the power battery temperature control loop 3 through the air conditioning warm air loop 2 using the second heat exchanger 31, and finally brought to the power battery through the power battery temperature control loop 3.

[0057] When the fuel cell cooling circuit 1 is connected to the air conditioning warm air circuit 2 and the fuel cell cooling circuit 1 is used to heat the cab, the first f port of the first three-way valve 72 in the five-way valve 7 is connected to the first d port, the first a port of the first four-way valve is connected to the first e port, and the first b port is connected to the first g port, that is, the first a port of the five-way valve 7 is connected to the first e port, and the first b port is connected to the first d port. In addition, the third a port is connected to the third c port. A heat exchange is formed between the fuel cell cooling circuit 1 and the air conditioning warm air circuit 2. The PTC heater 22 is turned off, and the warm air water pump 21 is turned on for heat circulation, and the first water pump 15 is turned on. The fuel cell cooling circuit 1 and the air conditioning warm air circuit 2 are heat exchanged through the first heat exchanger 11, and the heat generated by the fuel cell is brought to the air conditioning warm air core 23 in the air conditioning warm air circuit 2. The heat of the air conditioning warm air core 23 can be dissipated to the cab by using a blower.

[0058] In addition, when the fuel cell needs to be cooled, the third port a and the third port b can be connected, the cooling module 13 and the first water pump 15 can be turned on, and the fuel cell cooling circuit 1 can be self-circulated, and the fuel cell temperature control pipeline 16 can be used to cool the fuel cell.

[0059] In addition, when the power battery, the cab and the fuel cell need to be heated at the same time: the fuel cell cooling circuit 1 can be connected to the air conditioning warm air circuit 2 through the five-way valve 7, and the air conditioning warm air circuit 2 is used to heat the fuel cell first; when the fuel cell is heated first, the first f port and the first d port of the first three-way valve 72 in the five-way valve 7 are connected, the first a port and the first e port of the first four-way valve are connected, and the first b port and the first g port are connected, that is, the first a port and the first e port of the five-way valve 7 are connected, and the first b port and the first d port are connected. In addition, the third a port is connected to the third c port. Turn off the PTC heater 22, turn on the warm air water pump 21 for heat circulation, turn on the first water pump 15, and turn off the power battery circulation water pump 34 on the power battery temperature control circuit 3.

[0060] When the temperature of the fuel cell meets the requirement, the five-way valve 7 is switched to a state of being connected to the power battery temperature control circuit 3 through the air conditioning warm air circuit 2, and the cab and the power battery are heated simultaneously by the air conditioning warm air circuit 2. At this time, the first f port and the first c port of the first three-way valve 72 in the five-way valve 7 are connected, and the first a port and the first b port of the first four-way valve 71 are connected, and the first e port and the first g port are connected. The PTC heater 22 is turned on, and the warm air water pump 21 is turned on for heat circulation, and the power battery circulation water pump 34 on the power battery temperature control circuit 3 is turned on.

[0061] like Figure 3As shown, in some optional embodiments, the six-way valve 8 includes a second four-way valve 81 and a second three-way valve 82, the second four-way valve 81 includes a second a port, a second b port, a second c port and a second f port, the second a port can be connected to the second b port or the second f port, the second c port can be connected to the second b port or the second f port, the second three-way valve 82 includes a second d port, a second e port and a second g port connected to the second f port, the second d port can be connected to the second g port or the second e port, the power battery temperature control circuit 3 forms a circuit by connecting with the second a port and the second b port, the two ends of the motor heat dissipation pipeline 5 are respectively connected to the second f port and the second e port, and the two ends of the motor and accessory temperature control pipeline 6 are respectively connected to the second c port and the second d port.

[0062] In this example, the motor and accessory temperature control pipeline 6 is provided with a motor cooling pipeline 61 and a motor circulating water pump 62 in sequence from one end connected to the second port d, and then connected to the second port c. A motor water inlet temperature sensor 63 is provided at the inlet of the motor cooling pipeline 61 for obtaining the inlet temperature of the motor cooling pipeline 61, and a motor water outlet temperature sensor 64 is provided at the outlet for obtaining the outlet temperature of the motor cooling pipeline 61.

[0063] The motor heat dissipation pipeline 5 is provided with a motor heat dissipation module 51 and a motor expansion water tank 52 in sequence.

[0064] In this embodiment, when it is necessary to connect the power battery temperature control loop 3 and the motor and accessory temperature control pipeline 6, so that heat exchange is performed between the motor and accessory temperature control pipeline 6 and the power battery temperature control loop 3, and the motor and accessory temperature control pipeline 6 is used to heat the power battery in the power battery temperature control loop 3. The second a port of the second four-way valve in the six-way valve 8 is connected to the second f port, the second c port is connected to the second b port, the second d port of the second three-way valve is connected to the second g port, and the first f port of the first three-way valve 72 in the five-way valve 7 is connected to the first d port, so that the power battery temperature control loop 3 and the motor and accessory temperature control pipeline 6 are connected in series, and the opening of the second d port and the second g port is adjusted according to the coolant temperature. The battery circulating water pump 34 is turned on, and the motor circulating water pump 62 is turned on. The heat generated by the motor and accessories is used to heat the power battery. This working condition is suitable for the case where the battery needs to be heated when the ambient temperature is low.

[0065] When it is necessary to connect the power battery temperature control loop 3 and the motor heat dissipation pipeline 5, so that heat exchange is performed between the power battery temperature control loop 3 and the motor heat dissipation pipeline 5, and the motor heat dissipation pipeline 5 is used to cool the power battery in the power battery temperature control loop 3. The second a port of the second four-way valve in the six-way valve 8 is connected to the second h port, the second c port is connected to the second b port, and the second d port of the second three-way valve is connected to the second e port. The first f port and the first d port of the first three-way valve 72 in the five-way valve 7 are connected. Turn on the battery circulating water pump 34, and start the electronic fan in the motor heat dissipation module 51. At this time, the power battery temperature control loop 3 and the motor heat dissipation pipeline 5 are connected in series, and the coolant uses the motor heat dissipation module 51 to dissipate heat to cool the power battery. This working condition is suitable for the situation where the battery needs to dissipate heat when the ambient temperature is high. The second h port is the second f port.

[0066] In some optional embodiments, the thermal management system of the hydrogen fuel cell electric vehicle further includes an air conditioning refrigeration circuit 4, and the power battery temperature control circuit 3 and the air conditioning refrigeration circuit 4 are connected via a third heat exchanger 48, and heat exchange can be achieved.

[0067] In this example, the air conditioning refrigeration circuit 4 includes a first pipeline and a second pipeline, a compressor 41 and a condenser 42 are sequentially arranged on the first pipeline, and are connected in series with the third heat exchanger 48 to form a first circuit, an air conditioning refrigeration unit 43 is arranged on the second pipeline, and both ends of the second pipeline are respectively connected to the first pipeline between the third heat exchanger 48 and the compressor 41, and to the first pipeline between the condenser 42 and the third heat exchanger 48, so that the compressor 41, the condenser 42 and the air conditioning refrigeration unit 43 form a second circuit. In addition, a first expansion valve 44 is arranged on the second pipeline, and a second expansion valve 45 is arranged between the connection point between the second pipeline and the first pipeline and the third heat exchanger 48.

[0068] A refrigerant high pressure sensor 46 is provided between the compressor 41 and the condenser 42 , and a refrigerant temperature and pressure sensor 47 is provided between the compressor 41 and the third heat exchanger 48 .

[0069] Furthermore, the condenser 42 in the air-conditioning refrigeration circuit 4 and the motor heat dissipation module 51 in the motor heat dissipation pipeline 5 are arranged at one position and share one electronic fan, which can save installation space and cost.

[0070] When the air-conditioning refrigeration circuit 4 is used to cool the cab, the second expansion valve 45 is closed, the first expansion valve 44 is opened, the compressor 41, the condenser 42 and the air-conditioning refrigeration unit 43 are turned on, and the second circuit formed by the compressor 41, the condenser 42 and the air-conditioning refrigeration unit 43 is used to cool the cab.

[0071] When the air conditioning refrigeration circuit 4 is used to cool the power battery, the second a port and the second b port in the six-way valve 8 are connected, the first f port and the first d port of the first three-way valve 72 in the five-way valve 7 are connected, the battery circulation water pump 34 is turned on, the compressor 41 is turned on, the electronic fan in the motor cooling module 51 is started, the second expansion valve 45 is turned on, and the first expansion valve 44 is closed. The condenser 42 of the air conditioning refrigeration circuit 4 uses the electronic fan in the motor cooling module 51 to dissipate heat, and the coolant in the power battery temperature control circuit 3 exchanges heat with the air conditioning refrigerant in the third heat exchanger 48, and the air conditioning refrigerant is used to cool the coolant, and the cooled coolant dissipates heat to the battery.

[0072] In addition, when the fuel cell cooling circuit 1 or the air conditioning heating circuit 2 performs heat exchange with the power battery temperature control circuit, the second port a and the second port b in the six-way valve 8 are connected.

[0073] In addition, the fuel cell cooling circuit 1, the air conditioning heating circuit 2, the power battery temperature control circuit 3, the motor heat dissipation pipeline 5 and the motor and accessory temperature control pipeline 6 are coordinated and controlled through the collaborative management control system to achieve energy exchange between the fuel cell, the cab, the battery and the electric drive system, thereby achieving mutual utilization of heat energy between the fuel cell, the cab, the battery and the electric drive system, reducing the heat energy waste of the whole vehicle and improving the efficiency of the thermal management system of the whole vehicle.

[0074] like Figure 4 As shown, the collaborative management and control system includes a battery demand management control module, an electric drive system demand management control module (i.e., a motor and accessories demand management control module), a fuel cell system demand management control module, a cab demand management control module, and a collaborative decision-making management control module.

[0075] The fuel cell demand management control module determines whether the fuel cell needs to be heated or cooled based on signals such as the temperature of the coolant at the inlet and outlet of the fuel cell temperature control pipeline 16, the power of the fuel cell system, and the operating status of the fuel cell system, thereby outputting control requirements for the first water pump 15, the cooling module 13, the third three-way valve 12, the five-way valve 7, the PTC heater 22, and the warm air water pump 21.

[0076] The battery demand management control module determines whether the battery needs heating, cooling or self-circulation of equal temperature by receiving information such as the maximum temperature, minimum temperature, battery current, and vehicle operating conditions of the battery, and collects temperature signals of the battery water inlet temperature sensor 35 and the battery water outlet temperature sensor 36. At the same time, the battery is judged by the ambient temperature whether it is cooled by the air conditioning system or the motor heat dissipation module assembly, as well as the source of heat. After the judgment is completed, the control requirements for the compressor 41, condenser 42, first water pump 15, cooling module 13, third three-way valve 12, six-way valve 8, five-way valve 7, first expansion valve 44, second expansion valve 45, PTC heater 22 and warm air water pump 21, motor circulation water pump 62 and electronic fan of motor heat dissipation module 51 are output.

[0077] The electric drive system demand management control module determines whether the electric drive system needs heat dissipation by receiving temperature and current information of the motor, motor controller, DCDC, all-in-one controller, fuel cell DCDC, fuel cell air compressor and its controller, and collects temperature signals from the motor water inlet temperature sensor 63 and the motor water outlet temperature sensor 64, thereby outputting control requirements for components such as the electronic fan, six-way valve 8 and motor circulating water pump 62 of the motor heat dissipation module 51.

[0078] The cab demand management control module receives the driver's demand and determines whether the cab needs cooling, heating, dehumidification or demisting. After the determination is completed, it outputs the control of the first water pump 15, the cooling module 13, the third three-way valve 12, the six-way valve 8, the five-way valve 7, the PTC heater 22, the warm air water pump 21, the compressor 41, the first expansion valve 44 and the electronic fan of the motor cooling module 51.

[0079] The control requirements of the battery demand management control module, the electric drive system demand management control module, the fuel cell demand management control module, and the cab demand management control module for the thermal management components are input into the collaborative decision management control module for final decision making. The collaborative decision management control module will determine the final requirements of each thermal management component according to the vehicle status and operating conditions. If the collaborative decision management control module only receives the requirements of one of the control modules of the battery demand management control module, the electric drive system demand management control module, the fuel cell demand management control module, and the cab demand management control module, it can output according to the requirements of the control module. When the collaborative decision management control module simultaneously receives the requirements of two or three control modules of the battery demand management control module, the electric drive system demand management control module, the fuel cell demand management control module, and the cab demand management control module, it comprehensively decides the requirements of each module according to the vehicle status and operating conditions. When the battery and the cab have cooling requirements at the same time, the collaborative decision management control module needs to determine whether the battery cooling is prioritized or the cab cooling is prioritized, and the first expansion valve 44 and the second expansion valve 45 are adjusted to achieve the distribution of cooling capacity, and the compressor speed is adjusted according to the battery and cab cooling requirements. In addition to collaboratively arbitrating various thermal management functions, the collaborative decision-making management control module also needs to protect the thermal management system by judging the status of each thermal management component and detecting whether the system and thermal management components are operating beyond limits or abnormally.

[0080] The waste heat utilization control strategy parameter variables are as follows: Tmcin: motor inlet coolant temperature; Tmcout: motor outlet coolant temperature; ΔTm1: motor inlet and outlet coolant temperature difference; Pm: battery utilization motor waste heat reference power; Tbavg: battery average temperature; Tbmax: battery maximum temperature; Tbmin: battery minimum temperature; Tbcin: battery inlet coolant temperature; Tbcin0: battery inlet coolant target temperature; ΔTb1: battery inlet and outlet coolant temperature difference; T1: judgment time; Tfcin: fuel cell temperature control pipeline 16 inlet temperature; Tfcin0: fuel cell inlet Inlet coolant entry target temperature; Tfcin1: fuel cell inlet coolant exit target temperature; Tfcin2: fuel cell low-temperature cold start inlet coolant target temperature; Pf1: battery using fuel cell waste heat reference power; Pf2: air conditioning warm air using fuel cell waste heat reference power; Tfcin: fuel cell temperature control pipeline 16 inlet temperature; Tfcout: fuel cell outlet coolant temperature; ΔTf1: fuel cell inlet and outlet coolant temperature difference; Tb1: battery end heating battery cell minimum temperature target value; Tccin: warm air inlet coolant temperature; Tccin0: warm air inlet coolant temperature target value.

[0081] In this example, the motor inlet and outlet refer to the inlet and outlet of the motor cooling pipeline, and the battery inlet and outlet refer to the inlet and outlet of the battery cooling pipeline.

[0082] like Figure 5-Figure 8 As shown, in addition, the present invention also provides a thermal management method for a hydrogen fuel cell electric vehicle, which is implemented using the above-mentioned thermal management system for a hydrogen fuel cell electric vehicle, and includes the following steps:

[0083] When the power battery needs to be heated, the motor and accessory temperature control pipeline 6, the fuel cell cooling circuit 1 or the air conditioning heating circuit 2 are connected to the power battery temperature control circuit 3 to heat the power battery. When the cab needs to be heated, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2, or the air conditioning heating circuit 2 is self-circulated to heat the cab. When the fuel cell needs to be heated, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2 to heat the fuel cell.

[0084] This solution enables the fuel cell cooling circuit 1, the air conditioning heating circuit 2, the power battery temperature control circuit 3, the motor heat dissipation pipeline 5 and the motor and accessory temperature control pipeline 6 to work together, which can not only realize the waste heat utilization of the vehicle's fuel cell, motor and high-voltage electric accessories, but also reduce the energy consumption of the vehicle; only one PTC heater is provided in the air conditioning heating circuit 2 to realize the low-temperature cold start of the fuel cell, cab heating and battery heating functions, thereby reducing the number of PTC heaters and the system cost; the use of five-way regulating valves and six-way regulating valves can improve the system integration and reduce the number of system components while realizing the function of the entire thermal management system.

[0085] like Figure 5 As shown, in some optional embodiments, when the power battery needs to be heated, the motor and accessory temperature control pipeline 6, the fuel cell cooling circuit 1 or the air conditioning heating circuit 2 are connected with the power battery temperature control circuit 3 to heat the power battery, including:

[0086] Determine whether the inlet temperature of the motor cooling pipeline 61 in the motor and accessory temperature control pipeline 6 is greater than the average temperature of the power battery, and the difference is greater than the set value, and the motor power is greater than or equal to the battery utilizing the motor waste heat reference power:

[0087] If yes, the motor and accessory temperature control pipeline 6 is connected to the power battery temperature control circuit 3 through the five-way valve 7. If no, it is determined whether the inlet temperature of the fuel cell temperature control pipeline 16 in the fuel cell cooling circuit 1 is greater than the average temperature of the power battery, and the difference is greater than the set value:

[0088] If yes, the fuel cell cooling circuit 1 is connected to the power battery temperature control circuit 3 through the five-way valve 7 ; if no, the air conditioning heating circuit 2 is connected to the power battery temperature control circuit 3 through the five-way valve 7 .

[0089] In this example, specifically, when the power battery has a heating demand, it is determined that the inlet temperature Tmcin of the motor cooling pipeline 61 ≥ the average temperature Tbavg of the power battery, the difference is greater than 5 degrees Celsius, and the motor power ≥ the battery utilizing the motor waste heat reference power, the motor and accessory temperature control pipeline 6 is connected to the power battery temperature control circuit 3 through the five-way valve 7, and the motor and accessory temperature control pipeline 6 is used to heat the power battery until the inlet temperature Tmcin of the motor cooling pipeline 61 is < the average temperature Tbavg of the power battery, then the second a port and the second b port of the second four-way valve 81 in the six-way valve 8 are switched to be connected, and the second c port and the second f port are connected.

[0090] When the above conditions are not met, it is determined whether the inlet temperature Tfcin of the fuel cell temperature control pipeline 16 in the fuel cell cooling circuit 1 is greater than the average temperature Tbavg of the power battery, and the difference is greater than 5 degrees Celsius. And the fuel cell power ≥ the battery utilizing the fuel cell waste heat reference power Pf1. If so, the fuel cell cooling circuit 1 is connected to the power battery temperature control circuit 3 through the five-way valve 7, and the fuel cell cooling circuit 1 is used to heat the power battery. If not, the air conditioning warm air circuit 2 is connected to the power battery temperature control circuit 3 through the five-way valve 7, and the air conditioning warm air circuit 2 is used to heat the power battery until the battery cell minimum temperature Tbmin ≥ the battery end heating battery cell minimum temperature target value Tb1.

[0091] like Figure 6 As shown, in some optional embodiments, when the cab needs to be heated, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2, or the air conditioning heating circuit 2 is self-circulated to heat the cab, including:

[0092] Determine whether the inlet temperature of the fuel cell temperature control pipeline 16 in the fuel cell cooling circuit 1 is greater than the target temperature of the fuel cell inlet coolant, and whether the fuel cell power is greater than or equal to the air conditioning heating wind utilizing the fuel cell waste heat reference power:

[0093] If yes, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2 through the five-way valve 7. If no, the air conditioning heating circuit 2 is started to self-circulate to heat the cab.

[0094] Specifically, when the cab needs to be heated, it is determined whether the inlet temperature Tfcin of the fuel cell temperature control pipeline 16 ≥ the target temperature Tfcin0 of the fuel cell inlet coolant and the fuel cell power ≥ the reference power Pf2 of the fuel cell waste heat used by the air conditioning heating air. If so, the fuel cell cooling circuit 1 is connected to the air conditioning heating air circuit 2 through the five-way valve 7, and the fuel cell cooling circuit 1 is used to heat the cab. If not, the air conditioning heating air circuit 2 is started to heat the cab by self-circulation, that is, the PTC heater in the air conditioning heating air circuit 2 is started to heat the cab.

[0095] like Figure 7 As shown, when the fuel cell requests heating, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2 through the five-way valve 7, and the air conditioning heating circuit 2 is used to heat the fuel cell. That is, the PTC heater in the air conditioning heating circuit 2 is started to heat the fuel cell until the inlet temperature Tfcin of the fuel cell temperature control pipeline 16 is ≥ the target coolant temperature Tfcin2 of the fuel cell inlet.

[0096] like Figure 8 As shown, in some optional embodiments, when the power battery, the cab and the fuel cell have heating requirements at the same time:

[0097] First, the fuel cell cooling circuit 1 is connected to the air conditioning heating circuit 2 through the five-way valve 7 to heat the fuel cell;

[0098] When the temperature of the fuel cell meets the requirement, the air conditioning heating circuit 2 is connected to the power battery temperature control circuit 3 through the five-way valve 7 to heat the cab and the power battery at the same time.

[0099] When the cab and the fuel cell have heating requirements at the same time, if the inlet temperature Tfcin of the fuel cell temperature control pipeline 16 is ≥ the target temperature Tfcin0 of the fuel cell inlet coolant, and the fuel cell power is ≥ the reference power Pf2 of the fuel cell waste heat used by the air conditioning warm air. At this time, if the battery does not request heating, the fuel cell cooling circuit 1 is connected to the air conditioning warm air circuit 2 through the five-way valve 7, the PTC heater in the air conditioning warm air circuit 2 is started, and the fuel cell is heated by the air conditioning warm air circuit 2; if the battery also requests heating, the first f port and the first c port of the first three-way valve 72 in the five-way valve 7 are connected, the first a port and the first e port of the first four-way valve 71 are connected, and the first b port and the first g port are connected. At this time, the first a port and the first e port of the five-way valve 7 are connected, the first b port and the first c port are connected, and the third a port is the same as the third c port. That is, a large heat exchange is formed between the fuel cell cooling circuit 1, the air conditioning warm air circuit 2 and the power battery temperature control circuit 3. Start the PTC heater 22, and turn on the warm air water pump 21 for heat circulation, turn on the first water pump 15, and turn off the power battery circulation water pump 34 on the power battery temperature control loop 3. The fuel cell cooling loop 1 and the air conditioning warm air loop 2 exchange heat through the first heat exchanger 11. The heat generated by the PTC heater 22 in the air conditioning warm air loop 2 can be transferred to the fuel cell through the air conditioning warm air loop 2 using the first heat exchanger 11, and prepare for power battery heating.

[0100] When the temperature of the fuel cell meets the requirement, the air conditioning warm air circuit 2 is connected to the power battery temperature control circuit 3 through the five-way valve 7, and the heat generated by the PTC heater 22 in the air conditioning warm air circuit 2 heats the cab and the power battery at the same time. The power of the PTC heater 22 is adjusted in real time according to the difference between the warm air inlet coolant temperature Tccin and the warm air target coolant temperature Tccin0; the opening of the first f port and the first c port in the first three-way valve 72 is adjusted in real time according to the difference between the battery inlet coolant temperature Tbcin and the target coolant temperature Tbcin0.

[0101] In a third aspect, the present invention further provides a vehicle, comprising any one of the above-mentioned hydrogen fuel cell electric vehicle thermal management systems, and capable of implementing any one of the above-mentioned hydrogen fuel cell electric vehicle thermal management methods.

[0102] By adopting the scheme of the present application, the fuel cell cooling circuit 1, the air conditioning heating circuit 2, the power battery temperature control circuit 3, the motor heat dissipation pipeline 5 and the motor and accessory temperature control pipeline 6 can work together, which can not only realize the waste heat utilization of the fuel cell, motor and high-voltage electric accessories of the whole vehicle, but also reduce the energy consumption of the whole vehicle; only one PTC heater is set in the air conditioning heating circuit 2, so as to realize the low-temperature cold start of the fuel cell, the cab heating, and the battery heating functions, reduce the number of PTC heaters, and reduce the system cost; the five-way regulating valve and the six-way regulating valve are adopted, while realizing the function of the entire thermal management system, the system integration is improved, and the number of system components is reduced. By formulating a reasonable control module, the thermal management control program is simplified and the reliability of the thermal management control software is improved. In addition, the heating object battery, cab, fuel cell and heating source motor and high-voltage electric accessory waste heat, fuel cell waste heat and water-PTC are decoupled and controlled, and the motor and high-voltage electric accessory waste heat and fuel cell waste heat are preferentially used, so as to realize the optimal control of the heat source and reduce the system heating power consumption.

[0103] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0104] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0105] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A thermal management method for a hydrogen fuel cell electric vehicle, characterized in that: Using the thermal management system of hydrogen fuel cell electric vehicles to achieve The thermal management system for a hydrogen fuel cell electric vehicle comprises: a fuel cell cooling circuit (1), an air conditioning heating circuit (2), a power battery temperature control circuit (3), a motor heat dissipation pipeline (5) and a motor and accessory temperature control pipeline (6); The fuel cell cooling circuit (1), the air conditioning heating circuit (2), and the power battery temperature control circuit (3) are connected via a five-way valve (7), and heat exchange can be performed between any two or all three of them; The power battery temperature control circuit (3), the motor heat dissipation pipeline (5) and the motor and accessory temperature control pipeline (6) are connected via a six-way valve (8), and heat exchange can be performed between them; The thermal management method for a hydrogen fuel cell electric vehicle comprises the following steps: When the power battery needs to be heated, the power battery is heated by connecting the motor and accessory temperature control pipeline (6), the fuel cell cooling circuit (1) or the air conditioning heating circuit (2) to the power battery temperature control circuit (3); When the cab needs to be heated, the fuel cell cooling circuit (1) is connected to the air conditioning heating circuit (2), or the air conditioning heating circuit (2) is self-circulated to heat the cab; When the fuel cell needs to be heated, the fuel cell cooling circuit (1) is connected to the air conditioning heating circuit (2) to heat the fuel cell; When the power battery needs to be heated, the power battery is heated by connecting the motor and accessory temperature control pipeline (6), the fuel cell cooling circuit (1) or the air conditioning heating circuit (2) with the power battery temperature control circuit (3), comprising: Determine whether the inlet temperature of the motor cooling pipeline (61) in the motor and accessory temperature control pipeline (6) is greater than the average temperature of the power battery, and the difference is greater than or equal to a set value, and the motor power is greater than or equal to the battery's motor waste heat reference power: If so, the motor and accessory temperature control pipeline (6) is connected to the power battery temperature control circuit (3) through the five-way valve (7); if not, it is determined whether the inlet temperature of the fuel cell temperature control pipeline (16) in the fuel cell cooling circuit (1) is greater than the average temperature of the power battery, and the difference is greater than or equal to the set value: If so, the fuel cell cooling circuit (1) is connected to the power battery temperature control circuit (3) via a five-way valve (7); if not, the air conditioning heating circuit (2) is connected to the power battery temperature control circuit (3) via a five-way valve (7).

2. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 1, characterized in that: The five-way valve (7) comprises a first four-way valve (71) and a first three-way valve (72); the first four-way valve (71) comprises a first a port, a first b port, a first g port and a first e port; the first a port can be communicated with the first b port or the first e port; the first g port can be communicated with the first b port or the first e port; the first three-way valve (72) comprises a first c port, a first d port and a first f port communicated with the first g port; the first f port can be communicated with the first c port or the first d port; a first heat exchanger (11) is provided on the fuel cell cooling circuit (1); the heat exchange inlet and outlet of the first heat exchanger (11) are respectively connected to the first a port and the first b port; the pipeline of the air conditioning heating circuit (2) is connected to the first d port and the first e port to form a circuit; a second heat exchanger (31) is provided on the power battery temperature control circuit (3); the heat exchange inlet and outlet of the second heat exchanger (31) are respectively connected to the first c port and the first d port.

3. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 2, characterized in that: The fuel cell cooling circuit (1) is also provided with a third three-way valve (12), a cooling module (13), a first water tank (14), a first water pump (15) and a fuel cell temperature control pipeline (16) in sequence; the first heat exchanger (11) is provided on the pipeline between the fuel cell temperature control pipeline (16) and the third three-way valve (12); the third three-way valve (12) comprises a third port a and a third port b provided on the pipeline between the first heat exchanger (11) and the cooling module (13), and a third port c connected to the pipeline between the cooling module (13) and the first water tank (14); the third port a can be connected to the third port b or the third port c.

4. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 1, characterized in that: The six-way valve (8) comprises a second four-way valve (81) and a second three-way valve (82); the second four-way valve (81) comprises a second a port, a second b port, a second c port and a second f port; the second a port can be communicated with the second b port or the second f port; the second c port can be communicated with the second b port or the second f port; the second three-way valve (82) comprises a second d port, a second e port and a second g port communicated with the second f port; the second d port can be communicated with the second g port or the second e port; the power battery temperature control circuit (3) forms a circuit by connecting with the second a port and the second b port; the two ends of the motor heat dissipation pipeline (5) are respectively connected with the second f port and the second e port; the two ends of the motor and accessory temperature control pipeline (6) are respectively connected with the second c port and the second d port.

5. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 1, characterized in that: It also includes an air conditioning refrigeration circuit (4), wherein the power battery temperature control circuit (3) and the air conditioning refrigeration circuit (4) are connected via a third heat exchanger (48) to achieve heat exchange.

6. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 1, characterized in that: When the cab needs to be heated, the fuel cell cooling circuit (1) is connected to the air conditioning heating circuit (2), or the air conditioning heating circuit (2) is self-circulated to heat the cab, including: Determine whether the inlet temperature of the fuel cell temperature control pipeline (16) in the fuel cell cooling circuit (1) is greater than or equal to the target temperature of the fuel cell inlet coolant, and whether the fuel cell power is greater than or equal to the air conditioning heating wind utilizing the fuel cell waste heat reference power: If so, the fuel cell cooling circuit (1) is connected to the air conditioning heating circuit (2) via a five-way valve (7); if not, the air conditioning heating circuit (2) is started to self-circulate to heat the cab.

7. The thermal management method for a hydrogen fuel cell electric vehicle as claimed in claim 1, characterized in that: When the power battery, cab and fuel cell need to be heated at the same time: First, the fuel cell cooling circuit (1) is connected to the air conditioning heating circuit (2) via a five-way valve (7) to heat the fuel cell; When the temperature of the fuel cell meets the requirement, the air conditioning heating circuit (2) is connected to the power battery temperature control circuit (3) through the five-way valve (7), so that the cab and the power battery are heated simultaneously; When the power battery and the cab need to be heated at the same time: Determining whether the inlet temperature of the fuel cell temperature control pipeline (16) in the fuel cell cooling circuit (1) is greater than the required heating temperature of the cab and the average temperature of the power battery; If so, the fuel cell cooling circuit (1), the air conditioning heating circuit (2) and the power battery temperature control circuit (3) are connected via a five-way valve (7) to heat the cab and the power battery simultaneously; if not, the air conditioning heating circuit (2) and the power battery temperature control circuit (3) are connected via a five-way valve (7) to heat the cab and the power battery simultaneously.

8. A vehicle, characterized in that: It comprises a whole vehicle thermal management system for a hydrogen fuel cell electric vehicle, and the whole vehicle thermal management system for a hydrogen fuel cell electric vehicle is implemented by the whole vehicle thermal management method for a hydrogen fuel cell electric vehicle as described in any one of claims 1 to 7.

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