Components used for cooling the fuel cell and the electric motor for traction and / or propulsion in the vehicle.

Abstract

The present invention relates to a component (10) for a vehicle, particularly for a motor vehicle (1), the component comprising a fuel cell (2) and an electric motor for traction and / or propulsion, the component (10) comprising a single cooling circuit (5) for cooling the fuel cell (2) and the electric motor, the cooling circuit (5) comprising two parts: a first part comprising a high flow and high temperature heat exchanger, particularly arranged to cool the fuel cell (2); and a second part comprising a low flow and low temperature heat exchanger, particularly arranged to cool the electric motor.

Description

Technical Field

[0001] This invention relates to a fuel cell for cooling vehicles (particularly motor vehicles), an electric motor for traction and / or propulsion, and components of auxiliary mechanisms for such systems. The invention also relates to a vehicle including such a component. Furthermore, the invention relates to a method for operating such a component. Background Technology

[0002] Vehicles, especially motor vehicles, typically require a long range, particularly for long-distance travel. Therefore, vehicles equipped with electric traction and / or propulsion batteries usually include a supplemental electrical power source to limit the size, weight, and price of the onboard battery. For example, the battery provides a range of 300km to 400km, while the supplemental power source (usually a fuel cell type) provides, for example, approximately 400km. Typically, the supplemental power source is only used when the battery is discharging, specifically when the battery capacity reaches 20% of its total charge.

[0003] Vehicles that include electric traction and / or propulsion batteries typically include systems for thermal management or cooling of electric motors driven by electrical energy from the batteries, and more generally, systems for cooling the power chain (power electronics, boost and / or buck DC voltage converters, chargers, (multiple) electric motors, etc.).

[0004] Vehicles, including those containing devices for generating electricity (such as fuel cells), also require systems for cooling these devices.

[0005] Therefore, vehicles that include batteries that power the electric motors that traction and / or propulsion of the vehicle, as well as fuel cells, require cooling for the power chain and fuel cells.

[0006] However, the operating temperature range of the power chain connected to the traction and / or propulsion batteries is different from, and does not even overlap with, the operating temperature range of the fuel cell. Furthermore, the thermal power emitted by the fuel cell is significantly greater than that emitted by the power chain. Summary of the Invention

[0007] The object of this invention is to provide a component that overcomes the aforementioned disadvantages. In particular, this invention relates to a method for operating such a component.

[0008] To achieve this objective, the present invention relates to a component for a vehicle, particularly a motor vehicle, the component comprising:

[0009] - Fuel cells,

[0010] - Electric motors for traction and / or propulsion,

[0011] The component includes a single cooling circuit that cools the fuel cell and the electric motor, and the cooling circuit consists of two parts:

[0012] -Including the high-flow and high-temperature first section of the high-temperature heat exchanger, specifically designed to cool the first section of the fuel cell, and

[0013] -Including a low-flow and low-temperature second part of a cryogenic heat exchanger, specifically designed to cool the second part of an electric motor.

[0014] The low-temperature heat exchanger may include an inlet, and the high-temperature heat exchanger may include an outlet, with the outlet of the high-temperature heat exchanger being directly connected to the inlet of the low-temperature heat exchanger.

[0015] The component may include an electric traction and / or propulsion chain for such a vehicle, which may include an electric motor for traction and / or propulsion, a compressor and / or an intake air cooler, and / or one or more electronic power components, the compressor and / or intake air cooler being specifically for pressurized intake air, and the chain may be designed to be cooled by a second part of a cooling circuit.

[0016] The first part may include a high-flow pump, particularly for high flow rates between 8000 l / h and 9000 l / h, and the second part may include a low-flow pump, particularly for low flow rates between 2000 l / h and 3000 l / h.

[0017] The component may include a unit heater for heating the passenger compartment of such a vehicle, which may be arranged on a branch of a first part of the loop or on a second part, particularly downstream of the chain cooling.

[0018] The present invention also relates to a vehicle, particularly a motor vehicle, which includes the components as defined above.

[0019] The present invention also relates to a method for operating the components as defined above, wherein when the vehicle is in operation, fluid entering the high-temperature heat exchanger is at a first temperature, particularly between 77 and 83 degrees, and exits at a second temperature, particularly between 71 and 77 degrees, and fluid entering the low-temperature heat exchanger is at or approximately at a second temperature, and exits at a third temperature, particularly between 62 and 68 degrees.

[0020] Before the fuel cell is started, the first and / or second part of the cooling circuit can heat the fuel cell and / or keep the fuel cell at a predetermined temperature.

[0021] Before the fuel cell is started, fluid can pass through the unit heater to heat the passenger compartment.

[0022] If the vehicle is operating using power from the battery, the high-flow pump can be disabled.

[0023] When the vehicle operates using only energy from the fuel cell, and when the outside temperature is below zero, the heat released by the traction chain and fuel cell can be transferred to the cooling fluid passing through the unit heater. The circulation of the cooling fluid through the high-temperature radiator and the low-temperature radiator or heat exchanger can be interrupted. Attached Figure Description

[0024] These subjects, features, and advantages of the invention will be set forth in detail in the following description of embodiments given by way of non-limiting example with reference to the accompanying drawings, in which:

[0025] Figure 1 This is a schematic diagram of a vehicle according to one embodiment;

[0026] Figure 2 This is a block diagram of a cooling circuit according to one embodiment;

[0027] Figure 3 This is a block diagram illustrating the flow within the cooling circuit according to this embodiment during the use of electrical energy from the fuel cell to move the vehicle;

[0028] Figure 4 This is another block diagram illustrating the flow within the cooling circuit according to this embodiment during the use of electrical energy from the fuel cell to move the vehicle;

[0029] Figure 5 This is a block diagram illustrating the flow within the cooling circuit according to this embodiment during vehicle movement using a traction battery and / or fuel cell;

[0030] Figure 6 This is another block diagram illustrating the flow within the cooling circuit according to this embodiment during the use of traction and / or propulsion batteries to move the vehicle;

[0031] Figure 7 This is another block diagram illustrating the flow within the cooling circuit according to this embodiment during the use of traction and / or propulsion batteries to move the vehicle;

[0032] Figure 8 This is a block diagram illustrating the flow within the cooling circuit according to this embodiment during vehicle movement using a traction and / or propulsion battery;

[0033] Figure 9 This is a block diagram of a cooling circuit according to a variant of the embodiment. Detailed Implementation

[0034] Figure 1A vehicle, particularly a motor vehicle 1, is schematically illustrated according to one embodiment. The vehicle includes a passenger compartment 6. The vehicle includes a device for generating electrical energy, preferably a fuel cell 2. The vehicle also includes an electric traction and / or propulsion battery 3 designed to store electrical energy. The vehicle further includes an electric traction and / or propulsion power chain 40 for movement, which is capable of using electrical energy supplied by the battery 3 and / or the device for generating electrical energy.

[0035] The vehicle also includes component 10.

[0036] Component 10 includes a fuel cell 2 and an electric motor 42 for traction and / or propulsion. Component 10 also includes a single cooling circuit 5. Advantageously, component 10 includes an electric chain 40. Circuit 5 can cool the fuel cell 2 and the electric motor 42. A fluid or liquid, such as deionized water, is intended to circulate within the cooling circuit 5.

[0037] It should be noted that the vehicle preferably includes a system for cooling the battery 3 that is independent of the cooling circuit 5.

[0038] like Figure 2 As shown, the cooling circuit 5 comprises two parts, 20 and 30.

[0039] Part 1, 20 (in) Figure 2 (Used as solid lines) is the high-flow and / or high-temperature section. The first section 20 includes a high-temperature radiator or heat exchanger 22. Preferably, the first section 20 is designed to cool the fuel cell 2. Preferably, the first section 20 includes a high-flow pump 21, for example, for high flow rates between 8000 l / h and 9000 l / h.

[0040] Part 2, 30 (in) Figure 2 The section shown (indicated by dashed lines) is the low-flow and / or low-temperature section. The second section 30 includes a low-temperature radiator or heat exchanger 32. Preferably, the second section 30 is designed to cool the electric motor 42, and generally, the entire electric chain 40. Advantageously, the electric traction and / or propulsion chain 40 includes the electric motor 42, a compressor 44 and / or an intake air cooler 43 (e.g., for pressurized intake air), and / or one or more electronic power elements 41. The term "(multiple) electronic power elements 41" means, for example, a power inverter and / or one or two DC voltage converters and / or chargers. If the electric motor 42 is oil-cooled, the electric motor may include an oil / water heat exchanger. For example, the compressor 44 is electric and / or supplies air to a fuel cell. Preferably, the second section 30 includes a low-flow pump 31, for example, for a low flow rate between 2000 l / h and 3000 l / h.

[0041] Therefore, the second part 30 can cool the chain by directly cooling components of the chain 40, or by coolers or heat exchangers integrated into or adapted to these components. Preferably, as Figure 2 As shown, the components of chain 40 are arranged in parallel. Therefore, for example, the flow exiting pump 31 can be diverted to cool each component, with the fluid circulating in separate pipes supplying each component to each heat exchanger. Preferably, the low-flow pump 31 is located upstream of and near chain 40.

[0042] In other words, loop 5 is a device for thermal management of fuel cell 2 and power chain 40.

[0043] More specifically, the cryogenic heat exchanger 32 includes an inlet or outlet 32E through which fluid is introduced into the heat exchanger 32. The high-temperature heat exchanger 22 includes an outlet or outlet 22S through which fluid exits the heat exchanger 22. The outlet 22S of the high-temperature heat exchanger 22 is directly or substantially directly connected to the inlet 32E of the cryogenic heat exchanger 32. In other words, fluid exiting the high-temperature heat exchanger 22 enters the cryogenic heat exchanger 32 directly or substantially directly. For this purpose, a connector J3 is arranged between the first portion 20 and the second portion 30 of the circuit 5. This connector J3 is arranged between the outlet 22S and the inlet 32E to allow fluid exiting the high-temperature heat exchanger 22 to preferably enter the cryogenic heat exchanger 32 directly or substantially directly. Thus, the connector J3 allows cooling fluid to be transferred from the high-pressure and / or high-temperature first portion 20 to the low-pressure and / or low-temperature second portion 30.

[0044] Preferably, component 10 includes a heating radiator or unit heater 51 to heat the passenger compartment 6. For example, such as Figure 2 As shown, the unit heater 51 is arranged on the branch 50 of the first part 20 of the circuit 5.

[0045] Alternatively, such as Figure 9 As shown, a variant of the embodiment includes a unit heater arranged on the second portion 30 of the loop 5. For example, the unit heater is downstream of the cooling of the chain 40, preferably on a branch 70 of the second portion 30.

[0046] Preferably, component 10 further includes a hydrogen heater 53 and / or a deionizer 52. Preferably, the hydrogen heater and / or the deionizer is arranged on branch 50.

[0047] Advantageously, the first part 20 and the second part 30 include pipes and / or hoses to ensure that fluid flows or is transferred between the components to be cooled.

[0048] Therefore, the fuel cell benefits from the high flow rate of the cooling fluid, which is primarily driven by the pump 21 on this first part 20.

[0049] Preferably, component 10 includes a cooling fluid filling and degassing vessel 23. Preferably, circuit 5 includes a branch 60 on which the vessel 23 is mounted.

[0050] Clearly, the first part 20 and the second part 30 include pipes and / or hoses (not indicated) that make it complete.

[0051] like Figures 2 to 9 As shown, valve V1 (preferably a three-way valve) is arranged on the first part 20. For example, as Figure 2 As shown, one path V1_1 of valve V1 is connected to pump 21. Path V1_1 can prevent fluid from flowing to, or allow fluid to flow to, paths V1_2 and / or V1_3. Flowing only from path V1_1 to path V1_2 can deliver all fluid passing through valve V1 to the high-temperature heat exchanger 22. Specifically, path V1_2 is connected to the inlet or outlet of heat exchanger 22. Flowing only from path V1_1 to path V1_3 can deliver all fluid passing through valve V1 to the rest of the high-pressure loop without allowing the fluid to be cooled by the high-temperature heat exchanger 22. In other words, the fluid bypasses the high-temperature heat exchanger 22; that is, heat exchanger 22 is bypassed.

[0052] Preferably, such as Figure 2 As shown, connector J2 is arranged between valve V1 and pump 21. Connector J2 allows cooling fluid to be transferred from the first section 20 under high pressure and / or high temperature to the second section 30 under low pressure and / or low temperature. Advantageously, as Figures 2 to 9 As shown, valve V2 (e.g., a two-way valve) is arranged between the first part 20 and the second part 30 of circuit 5. For example, valve V2 is arranged between high-pressure pump 21 and low-pressure pump 31, for example, at or approximately at connector J2.

[0053] Favorably, especially as Figure 2 , Figure 7 and Figure 8 As shown, valve V3 (e.g., a two-way valve) is located on the first section 20 of loop 5, downstream of the high-temperature heat exchanger 22. As will be seen below, this valve V3 prevents fluid from flowing in the branch where it is located. Therefore, by closing valve V3, all fluid leaving the high-temperature heat exchanger 22 is forced into the low-temperature heat exchanger 32 via the joint J3 between the first section 20 and the second section 30.

[0054] Preferably, such as Figure 2 As shown, connector J1 allows cooling fluid to be transferred from the low-pressure and / or low-temperature second section 30 to the high-pressure and / or high-temperature first section 20. Advantageously, this connector J1 is located downstream of chain 40.

[0055] To prevent the fluid from cooling the components arranged on branch 50, the path V1_1 of valve V2 and valve V1 is closed. Therefore, the fluid specifically circulates through branch 60, which extends between connector J1 and the inlet of pump 21, without being cooled by heat exchangers 22, 32, on which vessel 23 is located.

[0056] For example, fuel cell 2 is arranged between connector J1 or approximately connector J1 and the air inlet of pump 21.

[0057] Preferably, such as Figure 2 As shown, valve V4 (e.g., a two-way valve) is positioned upstream of fuel cell 2. When in the closed position, valve V4 prevents fluid from cooling fuel cell 2. In this case, fluid is discharged from branch 60 to vessel 23.

[0058] Therefore, preferably, pump 21 is positioned immediately following fuel cell 2, for example at the point where the fluid returns to vessel 23 via a branch line, at connection point C. Figure 2 (As shown in the diagram). Advantageously, this inlet point of vessel 23 has the lowest pressure in loop 5. From this point, with valve V1 connecting paths V1_1 and V1_2, pump 21 increases the pressure of the fluid in order to direct the fluid toward the high-temperature radiator 22.

[0059] The following describes an embodiment of a method for operating component 10.

[0060] Figure 6An embodiment is illustrated in which the vehicle operates using electrical energy stored in battery 3. For example, the ambient temperature is high, such as in summer. Under these conditions, optimal cooling of chain 40 is necessary. To this end, path V1_3 of valve V1 is closed to shut off the bypass passage of high-temperature heat exchanger 22. Valve V2 is closed, while valves V3 and V4 are opened simultaneously. Fluid leaving high-pressure pump 21 is directly delivered to high-temperature heat exchanger 22, and then via connector J3 to low-temperature heat exchanger 32. Fluid leaving heat exchanger 32 then passes through chain 40 and is split at connector J1. A portion of the flow from J1, after passing valve V3, is delivered to low-temperature heat exchanger 32 without passing through high-temperature heat exchanger 22, and therefore is not cooled by it. Thus, this portion of the flow mixes with the fluid leaving high-temperature heat exchanger 22 before entering low-temperature heat exchanger 32. Another portion of the flow cools branch 50 before returning to heat exchanger 22. The remaining flow is delivered from J1 to fuel cell 2, and then to high-pressure pump 21. In this embodiment, all components of the electric traction and / or propulsion chain 40 benefit from optimal cooling thanks to the two heat exchangers 22, 32 arranged in series. Preferably, if necessary, pump 21 is involved in the fluid circulation within loop 5, thereby increasing the fluid flow rate. In this case, both pumps operate, further improving the cooling of the chain 40. This embodiment is used, for example, in hot summer weather and when the vehicle is operating using electricity supplied by battery 3, where chain cooling is significantly improved.

[0061] Figure 7 This demonstrates improvements to the cooling of chain 40, particularly under hot conditions (e.g., in summer) when the vehicle is operating using electrical power supplied by battery 3. Valve V3 on the main branch of the high-temperature heat exchanger 22 is closed, thus halting the flow in this branch. The path V1_3 of valve V1 is closed, preventing fluid from returning to heat exchanger 22 from connector J1. Finally, valve V2 is closed, preventing fluid from entering the second section 30. Therefore, all flow through the high-temperature heat exchanger 22 enters the low-temperature heat exchanger 32. The flow through these two radiators (first the high-temperature radiator, then the low-temperature radiator) cools the fluid and thus maximizes the cooling of the components of chain 40. Preferably, the flow reaching connector J1 is directed to fuel cell 2 to bring it to a given temperature or close to that temperature. Maintaining the battery at this temperature in this way facilitates its subsequent startup. In this configuration, chain 40 is optimally cooled.

[0062] As mentioned above, Figure 9A variation of component 10 at cooling circuit 5, more specifically at the second section 30, is shown. Specifically, the radiator 51 for heating the vehicle's passenger compartment is positioned on branch 70, for example, after the pipe joints of each component of chain 40. Therefore, the flow rate through unit heater 51 is higher, as this flow rate corresponds to the total flow rate through chain 40. Branch 50, including the deionizer, then has a lower flow rate.

[0063] In operation, when the vehicle uses electrical energy generated by fuel cell 2 (especially...) Figure 3 and Figure 4 (As shown in the diagram) and / or using one or more components of chain 40 for operation. Cooling is necessary because the fuel cell is hot, and generally the entire loop is hot. The fluid entering the high-temperature heat exchanger 22 is at a first temperature. For example, this first temperature is between 77 and 83 degrees Celsius, preferably about 80 degrees Celsius. The fluid exits the high-temperature heat exchanger 22 at a second temperature. For example, the second temperature is between 71 and 77 degrees Celsius, preferably about 74 degrees Celsius. The fluid exiting the high-temperature heat exchanger 22 and entering the low-temperature heat exchanger 32 is at or approximately at the second temperature. The fluid exits the low-temperature heat exchanger 32 at a third temperature. The third temperature is between 62 and 68 degrees Celsius, preferably about 65 degrees Celsius.

[0064] For this purpose, valve V1 allows flow only from path V1_1 to path V1_2. Then valve V2 (shown by a cross) is closed so that fluid leaving pump 21 does not enter the second section 30 at valve V2. Therefore, fluid, particularly from fuel cell 2, is sent under pressure to high-temperature heat exchanger 22 for cooling. The total flow rate (e.g., approximately 9000 l / h) is split at the outlet of heat exchanger 22. Most of the flow rate of the fluid that has passed through heat exchanger 22 (e.g., approximately 6000 l / h to 7000 l / h) is returned directly to fuel cell 2. Therefore, valves V3 and V4 are opened ( Figure 3(Not shown in the diagram) and allows fluid to pass through. A low flow rate (e.g., approximately 2000 l / h to 3000 l / h) is drawn in by pump 31 of the second section 30. This low flow rate circulates to the cryogenic radiator 32 to bypass the cooling of the fluid, so as to reduce the temperature, for example, to below 65 degrees Celsius. Then, this low flow rate is delivered to components 41, 42, 43, 44 (machinery, electronics, etc.) of the electric traction and / or propulsion chain 40. Then, the low flow rate meets the high flow rate at connector J1. In other words, the low flow rate through the second section 30 of loop 5 meets the first section 20 of loop 5 at connector J1. Thus, at connector J1, the fluid from heat exchanger 22 mixes with the fluid from heat exchanger 32. Preferably, a smaller portion (e.g., less than 1%) is delivered to branch 60, delivered to vessel 23 for degassing. Thus, most of the fluid passes through valve V4 (open) and cools fuel cell 2. Therefore, the flow of fluid through the components of chain 40 helps to cool fuel cell 2.

[0065] Figure 4 An example of flow rate and temperature distribution at various points on cooling circuit 5 during cooling operation is shown when the vehicle is running on electricity generated by the fuel cell. For example, fluid enters the battery at 73°C and exits at 80°C, corresponding to a thermal power of approximately 60 kW and a flow rate of approximately 9000 l / h. After electric pump 21, a small portion of the flow rate (e.g., approximately 800 l / h) is delivered to branch 50, passing through unit heater 51 to heat passenger compartment 6, and / or through deionizer 52, and / or, for example, after expanding from approximately 700 bar to approximately 2 bar, via hydrogen heater 53 to heat hydrogen. Depending on flow requirements and the pressure of hydrogen in the tank, the cooling generated by this expansion can, for example, release heat from 2 kW to 5 kW. The remaining portion of the flow rate exiting pump 21 (e.g., approximately 8200 l / h) enters heat exchanger 22, causing the temperature of this portion to change, for example, from approximately 80°C at the inlet to approximately 74°C at the outlet. For example, the flow rate of the cooling liquid leaving heat exchanger 22 and being drawn by pump 32 (in other words, the fluid delivered to the second section 30) is approximately 3000 l / h. For example, the fluid leaving the low-temperature heat exchanger 32 after passing through the high-temperature heat exchanger 22 leaves at a temperature of approximately 65°C. This fluid then passes through devices for cooling the components of the cooling chain 40, thereby increasing the fluid temperature at the outlet of the chain 40. Therefore, the temperature of the fluid reaching the second section 30 at joint J1 is, for example, approximately 71°C, and then it mixes with the flow rate of the fluid from the first section 20 that has only passed through heat exchanger 22 (for example, approximately 5200 l / h). Thus, the flow rate in the first section 20 of the cooling circuit 5 after joint J1 returns to approximately 9000 l / h.

[0066] Before starting the fuel cell 2, the first part 20 and / or the second part 30 of the cooling circuit 5 heat the fuel cell 2 and / or bring it to a predetermined temperature.

[0067] Preferably, such as Figure 5 As shown, the vehicle's cold start is achieved using electricity from battery 3, while fuel cell 2 is deactivated. In this embodiment, heat generated by components of chain 40 and / or auxiliary mechanisms of the fuel cell is used to heat passenger compartment 6 and / or the fuel cell. In this embodiment, path V1_1 of valve V1 is closed to prevent fluid from entering heat exchanger 22. Valve V2 is opened, allowing fluid to flow into the second part 30 of loop 5. In this case, a high flow rate passes through chain 40. Note that valve V3 is then closed, and path V1_3 of valve V1 is also closed. Therefore, fluid reaching joint J1 after passing through chain 40 is directed toward branches 50 and 60 and toward fuel cell 2. Specifically, in this embodiment, valve V4 is open. In this embodiment, the fuel cell is heated, thereby allowing for better conditions for its subsequent startup.

[0068] Alternatively, also in this embodiment, valve V4 is closed and fluid cooling of the fuel cell is prevented. Figure 5 (The dashed cross in the diagram). This configuration is particularly advantageous when the battery 3 is only slightly discharged or even fully charged. This configuration can increase the flow rate in branch 50, thereby better heating the passenger compartment, for example, via unit heater 51. Therefore, before the fuel cell 2 starts, fluid passes through unit heater 51 to heat the passenger compartment 6.

[0069] For example, in winter, when the vehicle is driven and / or propelled by the fuel cell 2 and is operating at low power (e.g., especially when the vehicle is traveling in the city) and when the heating setting of the passenger compartment 6 is high (e.g., in very cold weather), it can also be used Figure 5 In this circuit, valve 4 is opened and the heat released by all components of the vehicle (such as the traction chain 40 and the fuel cell) is used to heat the passenger compartment 6, and the fluid does not pass through radiators 22 and 32.

[0070] In conclusion, Figure 5 In the embodiment shown, the vehicle operates using electrical energy supplied by the battery 3, while allowing for significant heating of the passenger compartment and / or heating or preheating or maintaining the temperature of the fuel cell for easier subsequent use of the fuel cell. It should be noted that in winter and / or in very cold conditions, the heat released from the fuel cell into the cooling fluid when the fuel cell supplies the electric motor can be used to heat the passenger compartment.

[0071] When fuel cell 2 is not in use, high-flow pump 21 is preferably deactivated. More specifically, Figure 8 Showing Figure 2 The circuit configuration is designed for use in hot conditions (e.g., in summer) when the vehicle operates using electrical energy supplied by battery 3. If preheating of fuel cell 2 is not required (e.g., due to battery 3 being fully or nearly fully charged), the flow for cooling fuel cell is suppressed. Specifically, path V1_3 of valve V1 is opened (meaning valve V1 opens a bypass branch of heat exchanger 22), while path V1_2 is opened to allow flow toward heat exchanger 22. Preferably, path V1_1 is closed to prevent fluid from pump 21 from entering, and preferably the pump is shut down. Additionally, valve V2 is also closed. In this case, the circulation of fluid in the branch toward fuel cell 2 is cut off. Therefore, cooling of electric traction and / or propulsion chain 40 is extremely beneficial in hot conditions. This ensures optimal operation of electrical components, and therefore optimal operation of the vehicle, which operates using electrical energy from battery 3.

[0072] It should be noted that, as Figure 2 In an alternative to the embodiments shown, if the inlet temperatures of some devices for the components of cooling chain 40 are completely different, depending on the operating conditions of each component (particularly the flow rate and / or temperature of the coolant), these devices can be arranged in series. For example, a device for cooling a component that requires a low coolant temperature can be arranged upstream of a device for cooling a component that requires a high coolant temperature.

[0073] In summary, a single cooling circuit 5 may have a high-flow (e.g., 8000 l / h to 9000 l / h) and / or high-temperature (e.g., 73°C to 80°C) section and a low-flow (e.g., 2000 l / h to 3000 l / h) and / or low-temperature (e.g., 65°C to 70°C) section. Thermal energy from the first and / or second sections 20, 30, particularly from the components of the cooling chain 40 and / or the fuel cell 2, can be recovered, particularly from one or both of the bypass heat exchangers 22, 32, to heat the passenger compartment and / or the fuel cell before startup.

[0074] The total flow rate of fluid passing through the components of the cooling chain 40 can be incorporated (i.e. added) into the flow rate that passes only through the heat exchanger 22 and is intended to cool the fuel cell 2. This eliminates the need to install an extremely high-flow pump for the fuel cell, which requires high flow rates.

[0075] The low-temperature heat exchanger 32 directly receives the fluid from the outlet of the high-temperature heat exchanger 22. Therefore, the temperature of the fluid at the inlet of the low-temperature heat exchanger is particularly low, and as a result, the temperature at the outlet of the low-temperature heat exchanger is extremely low, especially less than or equal to 65°C.

[0076] Therefore, during vehicle operation, i.e. when the vehicle is running using electrical energy from the battery (which preferably corresponds to the vehicle's primary use), the cooling of the components of the electric traction and / or propulsion chain is maximized. Specifically, the means for cooling components 41, 42, 43, and 44 benefit from fluids cooled by a low-temperature heat exchanger 32 and also by a high-temperature heat exchanger 22 (e.g., having a larger size and capacity).

[0077] Furthermore, the architecture of loop 5 is simple, while allowing for high-flow-rate fluid cooling of the fuel cell without including an extremely high-flow-rate pump. This architecture allows for a significant temperature difference between the maximum temperature (e.g., approximately 80°C) and the minimum temperature (e.g., approximately 65°C).

[0078] Therefore, the vehicle has a long range. Specifically, fuel cell 2 can generate electricity so that once battery 3 is depleted or nearly depleted, the vehicle can continue to move using the electrical energy from the fuel cell. Although the temperature of the coolant is limited, for example, to 65°C at the inlet of each device used for cooling components (power electronics 41, DC / DC converter, charger, electric motor 42, etc.) on the cooling chain 40, and the fuel cell requires an inlet fluid with a temperature higher than the inlet fluid temperature of chain 40 (e.g., about 73°C), these conditions can be ensured by a single loop. Preferably, the fluid temperature at the outlet of the components of chain 40 is about 3°C ​​to 5°C higher than the fluid temperature at the inlet. For the fuel cell, the outlet temperature is preferably, for example, no more than 80°C. In terms of thermal power, the thermal power released by battery 2 is, for example, five to ten times the thermal power released by the components of chain 40. It should be noted that, depending on the power released by each component of chain 40, the flow rate used to cool each component varies, for example, from 300 l / h to 800 l / h, with a total flow rate of approximately 2000 l / h to 3000 l / h. For example, battery 2 requires a flow rate of 8000 l / h to 9000 l / h. For example, the thermal power emitted by the battery is approximately 60 kW, and the thermal power released by the components of chain 40 as a whole is approximately 3 kW to 20 kW. A single cooling circuit 5 using the same fluid allows for these differences in power, temperature, and coolant flow rate between the components of chain 40 and fuel cell 2.

[0079] Therefore, although the operating temperature range of the power chain connected to the traction and / or propulsion batteries is not the same as, or even completely different from, the operating temperature range of the fuel cell, this solution allows for both of these different operating temperatures simultaneously. Furthermore, this solution can discharge different amounts of heat power, even if these amounts of heat power are different.

[0080] Finally, as mentioned above, the solution can be adapted to the cooling of the electric chain and the fuel cell based on the vehicle's operating phase and / or ambient temperature conditions.

[0081] It has been observed that the solution according to the invention thus achieves the desired objective, namely, ensuring that the temperature conditions are suitable for the optimal operation of the power chain, while also ensuring that the temperature conditions are suitable for the optimal operation of the fuel cell, and the solution has the following advantages:

[0082] - Consumes less power; high-flow pumps consume less energy than ultra-high-flow pumps.

Claims

1. A component (10) for a vehicle, the component comprising: - Fuel cell (2), - Electric motors for traction and / or propulsion (42). The component (10) is characterized in that it includes a single cooling circuit (5) for cooling the fuel cell (2) and the electric motor (42), the cooling circuit (5) comprising two parts: - Including a high-flow and high-temperature first section (20) of a high-temperature heat exchanger (22), which is designed to cool the fuel cell (2), and - Includes a low-flow and low-temperature second part (30) of a low-temperature heat exchanger (32), which is designed to cool the electric motor (42). The first part (20) includes a high-flow pump (21), and the second part (30) includes a low-flow pump (31). The high-flow pump is positioned upstream of the high-temperature heat exchanger in the first section, and the low-flow pump is positioned downstream of the low-temperature heat exchanger in the second section. The low-temperature heat exchanger (32) includes an inlet (32E); and the high-temperature heat exchanger (22) includes an outlet (22S), the outlet (22S) of the high-temperature heat exchanger (22) being directly connected to the inlet (32E) of the low-temperature heat exchanger (32).

2. The component (10) as claimed in claim 1, characterized in that, The component includes the electric traction and / or propulsion chain (40) of the vehicle, which includes the electric motor (42) for traction and / or propulsion, compressor (44) and / or intake air cooler (43) and / or one or more electronic power components (41), and the chain (40) is designed to be cooled by the second part (30) of the cooling circuit (5).

3. The component (10) as claimed in claim 2, characterized in that, The component includes a unit heater (51) for heating the passenger compartment (6) of the vehicle, the unit heater (51) being arranged on a branch (50) of the first part (20) of the circuit (5) or on the second part (30).

4. The component (10) as claimed in claim 1, characterized in that, The component is used in a motor vehicle (1).

5. The component (10) as claimed in claim 1, characterized in that, The high-flow pump (21) has a high flow rate between 8000 l / h and 9000 l / h.

6. The component (10) as claimed in claim 1, characterized in that, The low-flow pump (31) has a low flow rate between 2000 l / h and 3000 l / h.

7. The component (10) as claimed in claim 2, characterized in that, The compressor (44) and / or the intake air cooler (43) are used to pressurize the intake air.

8. The component (10) as claimed in claim 3, characterized in that, The unit heater (51) is arranged downstream of the cooling chain (40).

9. A vehicle, characterized in that, The vehicle includes the component (10) as described in any one of claims 1 to 8.

10. The vehicle as claimed in claim 9, characterized in that, The vehicle in question is a motor vehicle (1).

11. A method for operating a component (10) as described in any one of claims 1 to 8, characterized in that, When the vehicle is running, The fluid entering the high-temperature heat exchanger (22) is at a first temperature and leaves at a second temperature, and the fluid entering the low-temperature heat exchanger (32) is approximately at the second temperature and leaves at a third temperature.

12. The method as described in claim 11, characterized in that, The first temperature ranges between 77 and 83 degrees Celsius.

13. The method as described in claim 11, characterized in that, The second temperature ranges between 71 and 77 degrees Celsius.

14. The method as described in claim 11, characterized in that, The third temperature ranges between 62 and 68 degrees Celsius.

15. A method for operating a component (10) as described in any one of claims 1 to 8, characterized in that, Before the fuel cell (2) is started, The first part (20) and / or the second part (30) of the cooling circuit (5) heats the fuel cell (2) and / or maintains the temperature of the fuel cell.

16. A method for operating the component (10) as claimed in claim 3, characterized in that, Before the fuel cell (2) is started, The fluid passes through the unit heater (51) to heat the passenger cabin (6).

17. A method for operating the component (10) as claimed in any one of claims 1 to 8, characterized in that, If the vehicle is operated using energy from the battery (3), the high-flow pump (21) is deactivated.

18. A method for operating the component (10) as claimed in claim 3, characterized in that, When the vehicle is running using only the energy from the fuel cell, and when the ambient temperature is below zero, the heat energy released by the chain (40) and the fuel cell (2) is transferred to the cooling fluid passing through the unit heater (51), and the circulation of the cooling fluid through the high-temperature heat exchanger and the low-temperature heat exchanger (22, 32) is interrupted.

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