Thermal management system and method of use thereof

Abstract

The present disclosure relates to a heat management system and a method thereof, the heat management system comprising a fuel cell circulation loop and an air conditioning loop. The fuel cell circulation loop comprises a fuel cell, an air path in communication with the fuel cell, and a cooling flow path in communication with the fuel cell, wherein an air compressor and an intercooler are arranged on the air path, and the air conditioning loop is configured to provide heat to a cab. The air conditioning loop and the cooling flow path are thermally coupled through the intercooler, so that the cooling flow path and the air conditioning loop can selectively exchange heat with the air path. Through the above technical solution, the air conditioning loop can exchange heat with the intercooler, and the heat dissipated by the air can be used to provide heat to the cab without being wasted. The cooling flow path and the air conditioning loop can exchange heat through the intercooler, and the heat dissipated by the cooling liquid can be exchanged to the air conditioning loop without being wasted. The dissipated heat is effectively utilized, and the energy utilization efficiency of the fuel cell is ensured.

Description

Technical Field

[0001] This disclosure relates to the field of fuel cells, and more specifically, to a thermal management system and a method of using the same. Background Technology

[0002] In fuel cell operation, air is typically compressed using an air compressor to reach the operating pressure. During compression, the air temperature rises. When the operating pressure is reached, the air temperature usually exceeds the operating temperature, necessitating the use of an intercooler. This intercooler cools the air to the operating temperature without changing the pressure. However, this cooling process results in heat loss. Furthermore, the conversion efficiency of fuel cells from chemical energy to electrical energy is between 40% and 60%, with most of this energy being converted into heat and absorbed by the coolant. The coolant's cooling process itself also results in heat loss. This heat loss is not effectively utilized, leading to low energy efficiency in fuel cells. Summary of the Invention

[0003] The purpose of this disclosure is to provide a thermal management system and its usage method to at least partially solve the problems existing in the related art.

[0004] To achieve the above objectives, this disclosure provides a thermal management system, comprising:

[0005] A fuel cell circulation loop includes a fuel cell, an air passage connected to the fuel cell, and a cooling passage connected to the fuel cell. An air compressor and an intercooler are installed on the air passage.

[0006] The air conditioning circuit is used to provide heat to the driver's cabin.

[0007] The air conditioning circuit and the cooling flow path are thermally coupled to each other through the intercooler, so that the cooling flow path and the air conditioning circuit can selectively exchange heat with the air passage.

[0008] Optionally, the thermal management system further includes a first control valve disposed on the air conditioning circuit and a second control valve disposed on the cooling flow path, wherein the first control valve is used to open or close the air conditioning circuit, and the second control valve is used to open or close the cooling flow path.

[0009] Optionally, the thermal management system further includes a temperature detection sensor disposed within the air passage, the temperature detection sensor being located between the intercooler and the fuel cell, for detecting the outlet air temperature of the intercooler.

[0010] Optionally, the cooling flow path includes:

[0011] The first flow path is connected at both ends to the coolant outlets of the intercooler and the fuel cell, respectively.

[0012] The second flow path is connected at both ends to the coolant inlets of the intercooler and the fuel cell, respectively; and

[0013] The third flow path is connected to the first flow path and the second flow path at both ends, respectively.

[0014] Optionally, the cooling flow path further includes:

[0015] The fourth flow path, with its two ends connected to the second flow path and the third flow path respectively; and

[0016] A cooling device is disposed on the second flow path, located at one end of the third flow path that communicates with the second flow path and at one end of the fourth flow path that communicates with the second flow path.

[0017] Optionally, a first switching valve is provided at one end of the third flow path that is connected to the first flow path, for selectively allowing the coolant to flow along the first flow path or along the third flow path;

[0018] A second switching valve is provided at one end of the fourth flow path that is connected to the third flow path, for allowing the coolant to flow selectively along the third flow path or along the fourth flow path.

[0019] Optionally, the inlet and outlet of the air conditioning circuit are respectively connected to the intercooler, and a first heating element is provided on the air conditioning circuit, which is located between the inlet of the air conditioning circuit and the cab.

[0020] Optionally, the inlet and outlet of the air conditioning circuit are respectively connected to the intercooler, and a second heating element is provided on the air conditioning circuit, which is located between the cab and the outlet of the air conditioning circuit.

[0021] A second object of this disclosure is to provide a method of using the thermal management system described in any one of the foregoing embodiments, the method comprising:

[0022] S100: Obtain the outlet temperature of the intercooler;

[0023] S200: Based on the obtained outlet temperature of the intercooler, control the cooling flow path and / or the air conditioning circuit to exchange heat with the intercooler.

[0024] Optionally, the step of controlling the cooling flow path and / or the air conditioning circuit to exchange heat with the intercooler based on the obtained outlet temperature of the intercooler includes:

[0025] When the outlet air temperature of the intercooler is lower than a first preset value, the air conditioning circuit is controlled to exchange heat with the intercooler; and / or

[0026] When the outlet air temperature of the intercooler is greater than or equal to the first preset value and less than the second preset value, the air conditioning circuit is controlled to exchange heat with the intercooler, or both the cooling flow path and the air conditioning circuit exchange heat with the intercooler, or the cooling flow path exchanges heat with the intercooler, wherein the second preset value is greater than the first preset value; and / or

[0027] When the outlet temperature of the intercooler is greater than the second preset value, the cooling flow path and the air conditioning circuit are controlled to exchange heat with the intercooler, or the cooling flow path and the intercooler exchange heat.

[0028] Through the above technical solution, the air conditioning circuit can exchange heat with the intercooler. Heat lost from the air can be transferred to the air conditioning circuit, providing heat to the cab without waste. The cooling flow path and air conditioning circuit can also exchange heat through the intercooler, allowing heat lost from the coolant to be transferred to the air conditioning circuit without waste. For the fuel cell, the lost heat is effectively utilized, ensuring the fuel cell's energy efficiency. Simultaneously, the lost heat is exchanged into the air conditioning circuit, providing heat to the cab. When passengers need heating through the air conditioning circuit, the lost heat can be directly used to provide heat to the cab, reducing the need for heating equipment in the air conditioning circuit. Furthermore, since the air conditioning circuit and cooling flow path exchange heat directly through the intercooler, no additional heat exchange elements are needed between the air conditioning circuit, cooling flow path, and air passage, reducing the size and weight of the thermal management system. Moreover, the heat lost from the air can be directly exchanged with the air conditioning circuit through the intercooler, allowing for more efficient utilization of the lost heat.

[0029] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0030] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0031] Figure 1 This is a schematic diagram of the structure of the thermal management system provided in an exemplary embodiment of this disclosure;

[0032] Figure 2 This is a flowchart illustrating the usage method of the thermal management system provided in an exemplary embodiment of this disclosure.

[0033] Explanation of reference numerals in the attached figures

[0034] 100-Fuel cell circulation loop, 101-Fuel cell, 102-Air path, 103-Cooling path, 104-Air compressor, 105-Intercooler, 106-First flow path, 107-Second flow path, 108-Third flow path, 109-Fourth flow path, 110-First switching valve, 111-Second switching valve, 112-Coolant outlet, 113-Coolant inlet, 200-Air conditioning circuit, 201-First heating element, 202-Second heating element, 300-Cockpit, 400-Cooling device, 500-Temperature sensor, 600-First control valve, 700-Second control valve. Detailed Implementation

[0035] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0036] In this disclosure, unless otherwise stated, directional terms generally refer to the orientation of the relevant components in their actual use. "Inner" and "outer" refer to the inner and outer contours of the corresponding components. Furthermore, when the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not indicate sequence or importance.

[0037] Fuel cell vehicles are a type of new energy vehicle. Taking fuel cell 101 as an example of a proton exchange membrane fuel cell, the proton exchange membrane fuel cell uses hydrogen and oxygen to react in fuel cell 101, converting chemical energy into electrical energy to drive an electric motor. During the operation of fuel cell 101, an air compressor 104 is typically used to compress air to reach the operating pressure. During air compression, the air temperature also rises. When the air pressure reaches the operating pressure, the air temperature usually exceeds the operating temperature. Therefore, an intercooler 105 is needed to reduce the air temperature above the operating temperature without changing the air pressure. During the process of the intercooler 105 reducing the air temperature, heat loss occurs. Simultaneously, the conversion efficiency of fuel cells from chemical energy to electrical energy is between 40% and 60%. Most of the energy is converted into heat and absorbed by the coolant before being dissipated. The coolant also loses heat during cooling. For fuel cells, the heat lost from the air and the heat lost from the coolant are not effectively utilized, resulting in low energy efficiency.

[0038] like Figure 1As shown, this disclosure provides a thermal management system, including a fuel cell circulation loop 100 and an air conditioning loop 200. The fuel cell circulation loop 100 includes a fuel cell 101, an air passage 102 connected to the fuel cell 101, and a cooling passage 103 connected to the fuel cell 101. An air compressor 104 and an intercooler 105 are installed on the air passage 102. The air conditioning loop 200 is used to provide heat to the cab 300. The air conditioning loop 200 and the cooling passage 103 are thermally coupled to each other through the intercooler 105, allowing the cooling passage 103 and the air conditioning loop 200 to selectively exchange heat with the air passage 102.

[0039] It should be noted that the thermal coupling mentioned above refers to the ability of two or more systems, components or materials to exchange heat, where the heat from one system can affect the other.

[0040] Through the above technical solution, the air conditioning circuit 200 can exchange heat with the intercooler 105. The heat lost from the air can be exchanged into the air conditioning circuit 200, providing heat to the cab 300 without being wasted. The cooling flow path 103 and the air conditioning circuit 200 can exchange heat through the intercooler 105, and the heat lost from the coolant can be exchanged into the air conditioning circuit 200 without being wasted. For the fuel cell 101, the lost heat is effectively utilized, ensuring the energy utilization efficiency of the fuel cell 101. At the same time, the lost heat is exchanged into the air conditioning circuit 200, providing heat to the cab 300. When passengers need heating through the air conditioning circuit 200, the lost heat can be directly used to provide heat to the cab 300, reducing the use of heating equipment in the air conditioning circuit 200. Meanwhile, the air conditioning circuit 200 and the cooling flow path 103 directly exchange heat through the intercooler 105. No additional heat exchange components are needed between the air conditioning circuit 200, the cooling flow path 103, and the air passage 102, reducing the size and weight of the thermal management system. Furthermore, the heat lost from the air can be directly exchanged with the air conditioning circuit 200 through the intercooler 105, allowing for more efficient utilization of the lost heat.

[0041] In other words, in this disclosure, the air conditioning circuit 200 and the cooling flow path 103 are thermally coupled to each other through the intercooler 105. Essentially, this reuses the heat lost by the fuel cell 101 during operation. During the use of the thermal management circuit, it is necessary to ensure the normal operation of the fuel cell 101 before reusing the heat lost during operation. In this disclosure, the air conditioning circuit 200, the cooling circuit, and the air passage 102 do not interfere with each other; they are independent yet mutually supportive. For example, the air passage 102 does not affect the operating status of the air conditioning circuit 200 itself; rather, it assists in the operation of the air conditioning circuit 200, making it more energy-efficient.

[0042] The thermal management system may also include a first control valve 600 disposed on the air conditioning circuit 200 and a second control valve 700 disposed on the cooling flow path 103. The first control valve 600 is used to switch on or off or throttle the air conditioning circuit 200, and the second control valve 700 is used to switch on or off or throttle the cooling flow path 103. The first control valve 600 can adjust the degree of heat exchange between the air conditioning circuit 200 and the intercooler 105 according to the usage of the air conditioning circuit 200. For example, when the heat lost by the air is greater than the heat required in the cab 300, the first control valve 600 can throttle the air conditioning circuit 200, allowing some fluid to exchange heat with the intercooler 105 and absorb heat, preventing the air conditioning circuit 200 from absorbing too much heat. When the air conditioning circuit 200 is not in use, it can be disconnected to reduce the flow of fluid in the air conditioning circuit 200. The second control valve 700 works similarly to the first control valve 600. By throttling the cooling flow path 103, it can adjust the degree of heat exchange between the coolant and the intercooler 105. Furthermore, when the coolant does not need to exchange heat with the intercooler 105, the second control valve 700 can be used to turn the coolant on and off, so that the coolant does not flow through the intercooler 105 while meeting its own normal use needs, thus avoiding heat exchange with the intercooler 105.

[0043] The first control valve 600 can be electrically connected to a first detection element (not shown in the figure) installed in the air conditioning circuit 200. The opening degree of the first control valve 600 can be adjusted by the first detection element. The first detection element can be used to detect the temperature inside the cab 300. Taking the heat exchange between the air conditioning circuit 200 and the air passage 102 and the heating of the air conditioning circuit 200 by the heat lost by the air as an example, as the temperature inside the cab 300 gradually increases, the first detection element can cause the opening degree of the first control valve 600 to gradually decrease, preventing the air conditioning circuit 200 from absorbing too much heat, so as to better control the temperature inside the cab 300.

[0044] The second control valve 700 can be electrically connected to a second detection element (not shown in the figure) disposed in the cooling flow path 103. The opening degree of the second control valve 700 can be adjusted by the second detection element. Taking the heat exchange between the cooling flow path 103 and the air passage 102 and the absorption of heat lost from the air by the coolant as an example, the second detection element can be used to detect the temperature of the coolant in the cooling flow path 103. When the temperature of the coolant is low, the opening degree of the second control valve 700 can be reduced to prevent the coolant from absorbing too much heat and thus reducing the temperature of the air itself.

[0045] The thermal management system may also include a temperature sensor 500 disposed within the air passage 102. The temperature sensor 500 is located between the intercooler 105 and the fuel cell 101 and is used to detect the outlet temperature of the intercooler 105. The outlet temperature of the intercooler 105 indicates whether the air used as feedstock has been regulated to a suitable operating temperature and whether the fuel cell 101 is in a suitable operating state. When the fuel cell 101 is not in a suitable operating state, it indicates that the air will not dissipate heat to supply the air conditioning circuit 200. When the fuel cell 101 is in a suitable operating state, it indicates that the air will dissipate some heat to supply the air conditioning circuit 200. When the fuel cell 101 exceeds the suitable operating state, it indicates that the air will dissipate a significant amount of heat to supply the air conditioning circuit 200.

[0046] In some embodiments, the cooling flow path 103 may include a first flow path 106, a second flow path 107, and a third flow path 108. The two ends of the first flow path 106 are connected to the coolant outlet 112 of the intercooler 105 and the fuel cell 101, respectively; the two ends of the second flow path 107 are connected to the coolant inlet 113 of the intercooler 105 and the fuel cell 101, respectively; and the two ends of the third flow path 108 are connected to the first flow path 106 and the second flow path 107, respectively. When it is necessary to provide heat to the cab 300 by dissipating heat through the coolant, the coolant can flow into the intercooler 105 through the first flow path 106, allowing the cooling flow path 103 and the air conditioning circuit 200 to exchange heat through the intercooler 105. After the heat exchange, the coolant flows back to the fuel cell 101 through the second flow path 107 to absorb heat again. When the heat dissipated by the coolant is not needed to provide heat for the cab 300, the coolant can flow back to the fuel cell 101 in the order of first flow path 106-third flow path 108-second flow path 107 to absorb heat again, and the coolant does not pass through the intercooler 105.

[0047] The cooling flow path 103 may further include a fourth flow path 109 and a cooling device 400. The two ends of the fourth flow path 109 are connected to the second flow path 107 and the third flow path 108, respectively. The cooling device 400 is disposed on the second flow path 107, located at the end of the third flow path 108 connected to the second flow path 107 and the end of the fourth flow path 109 connected to the second flow path 107. Thus, coolant that does not pass through the intercooler 105 can selectively flow directly back to the fuel cell 101 through the fourth flow path 109 to absorb heat again, or it can continue to flow back to the fuel cell 101 in the sequence of the third flow path 108-second flow path 107. During this process, the coolant in the cooling flow path 103 can pass through the cooling device 400 to reduce the heat of the coolant, ensuring that the coolant returning to the fuel cell 101 has a low temperature and can absorb sufficient heat, thus ensuring the heat absorption effect of the cooling flow path 103. In this disclosure, the specific structure of the cooling device 400 is not limited. Any cooling device 400 that can reduce the heat of the coolant and meet the requirements of the cooling flow path can be used.

[0048] A first switching valve 110 may be provided at the end of the third flow path 108 that is connected to the first flow path 106, for selectively allowing the coolant to flow along the first flow path 106 or along the third flow path 108. The first switching valve 110 can be adjusted according to whether the cooling flow path 103 needs to exchange heat in the intercooler 105. When the cooling flow path 103 needs to exchange heat in the intercooler 105, the first switching valve 110 controls the coolant to continue flowing along the first flow path 106. Conversely, when the cooling flow path 103 does not need to exchange heat, the first switching valve 110 controls the coolant to flow from the first flow path 106 to the third flow path 108. The second switching valve 111 can be adjusted according to the temperature of the coolant in the cooling flow path 103. When the temperature of the coolant in the cooling flow path 103 is high, the second switching valve 111 controls the coolant to continue flowing along the third flow path 108, so that the coolant can dissipate heat through the cooling device 400. Conversely, when the temperature of the coolant in the cooling flow path 103 is not high, it means that the fuel cell 101 does not have much heat to be absorbed by the coolant. The second switching valve 111 controls the coolant to flow from the third flow path 108 to the fourth flow path 109. At this time, the coolant can flow back to the fuel cell 101 directly without dissipating heat through the cooling device 400. The first switching valve 110 can be an electromagnetic control valve, so that the first switching valve 110 can be remotely controlled. When the coolant needs to exchange heat with the air passage 102, the first switching valve 110 opens, allowing the coolant to enter the intercooler 105 through the first flow path 106. When the coolant does not need to exchange heat with the air passage 102, the first switching valve 110 closes. The second switching valve 111 can be a thermostat, which controls the flow path of the coolant. When the coolant temperature reaches a high level, the thermostat opens, allowing the coolant to flow through the cooling device 400 to dissipate excess heat and prevent the fuel cell 101 from overheating. When the coolant temperature is low, the thermostat prevents the coolant from flowing to the heat dissipation device.

[0049] Reference Figure 1 A first pump body can also be installed on the first flow path 106. The first pump body provides power for the flow of coolant, ensuring the use of the cooling flow path 103. A second pump body can be installed on the air conditioning circuit 200. The second pump body can provide power for the flow of fluid, and the air conditioning circuit 200 can generate warm air when in use, meeting the needs of the air conditioning circuit 200.

[0050] The inlet and outlet of the air conditioning circuit 200 are connected to the intercooler 105. A first heating element 201 can be installed on the air conditioning circuit 200, positioned between the inlet of the air conditioning circuit 200 and the cab 300. When there is no heat loss from the air passage 102 and the coolant, and there is still a heat demand in the cab 300, the air conditioning circuit 200 can meet the heat demand of the cab 300 solely through the first heating element 201. When there is heat loss from the air and coolant but it is insufficient to meet the heat demand in the cab 300, the first heating element 201 can be activated. This improves the energy efficiency of the air conditioning circuit 200. When utilizing lost heat, the first heating element 201 can be used without or at low power, further saving energy.

[0051] In some embodiments, a second heating element 202 may also be provided on the air conditioning circuit 200, and the second heating element 202 is located between the cab 300 and the coolant outlet of the air conditioning circuit 200. When the vehicle starts in a cold environment or operates under low conditions, the fuel cell 101 will also be in a low temperature and low operating condition. At this time, the air pressure is insufficient, the air temperature is also insufficient, and the coolant has no heat to dissipate to exchange heat with the intercooler 105. At this time, the air conditioning circuit 200 can be heated by the second heating element 202, and heat exchange can be carried out between the air conditioning circuit 200 and the intercooler 105. The heat released by the second heating element 202 can be exchanged into the air circuit, heating the air passage 102 when the fuel cell 101 is in a low temperature and low operating condition, ensuring the normal operation of the fuel cell 101.

[0052] Reference Figure 2 A second object of this disclosure is to provide a method of using a thermal management system according to any of the above embodiments, wherein the method provided in this disclosure includes:

[0053] In step S100: The outlet temperature of the intercooler 105 is obtained. This allows us to determine whether the air used as feedstock has been regulated to a suitable operating temperature and whether the fuel cell 101 is in a suitable operating state. In other words, the outlet temperature of the intercooler 105 can be used to determine whether the air is losing heat.

[0054] In step S200: Based on the obtained outlet temperature of the intercooler 105, the cooling flow path 103 and / or the air conditioning circuit 200 are controlled to exchange heat with the intercooler 105. The outlet temperature of the intercooler 105 can determine whether there is heat loss in the fuel cell. Based on whether heat is lost and the amount of heat loss, the cooling flow path 103 and / or the air conditioning circuit 200 are further controlled to selectively exchange heat with the intercooler 105, that is, the operating mode of the thermal management system is adjusted according to the obtained outlet temperature of the intercooler 105.

[0055] Based on the obtained outlet air temperature of the intercooler 105, the steps for controlling the heat exchange between the cooling flow path 103 and / or the air conditioning circuit 200 and the intercooler 105 include:

[0056] In step S201: When the outlet air temperature of the intercooler 105 is lower than a first preset value, the air conditioning circuit 200 is controlled to exchange heat with the intercooler 105. The first preset value here can be the minimum suitable air temperature required to ensure the fuel cell 101 is in a suitable operating state. When the outlet air temperature of the intercooler 105 is lower than the first preset value, it indicates that the fuel cell 101 is not yet in a suitable operating state, and the air has no heat to dissipate to provide to the air conditioning circuit 200. To quickly bring the fuel cell 101 into a suitable operating state, the air conditioning circuit 200 can provide heat to the air passage 102. As mentioned above, the air conditioning circuit 200 and the air passage 102 do not interfere with each other; that is, the air conditioning circuit 200 needs to provide heat to the air passage 102 without affecting its own use. This can be achieved by using heat dissipated from the cab 300 or the aforementioned second heating element 202 to provide heat to the air passage 102.

[0057] In step S202: When the outlet air temperature of the intercooler 105 is greater than or equal to a first preset value and less than or equal to a second preset value, the air conditioning circuit 200 is controlled to exchange heat with the intercooler 105, or both the cooling flow path 103 and the air conditioning circuit 200 exchange heat with the intercooler 105, or the cooling flow path 103 exchanges heat with the intercooler 105. The second preset value is greater than the first preset value. Here, the second preset value can be the maximum value of the suitable air temperature to ensure the fuel cell 101 is in a suitable operating state. When the outlet air temperature of the intercooler 105 is greater than or equal to the first preset value and less than or equal to the second preset value, it indicates that the fuel cell 101 is in a suitable operating state. At this time, the air can dissipate a certain amount of heat to supply the cab 300. When the cab 300 requires higher heat, the air conditioning circuit 200 and the cooling flow path 103 further exchange heat, so that the heat dissipated by the coolant can also be supplied to the cab 300. Thus, both the heat dissipated by the air and the heat dissipated by the coolant can be utilized by the cab 300. When the cab 300 does not require heat, the cooling flow path 103 and the intercooler 105 can exchange heat, using the coolant to absorb excess heat.

[0058] In step S203: When the outlet air temperature of the intercooler 105 is greater than the second preset value, the cooling flow path 103 and the air conditioning circuit 200 are both controlled to exchange heat with the intercooler 105, or the cooling flow path 103 and the intercooler 105 exchange heat. When the outlet air temperature of the intercooler 105 is greater than the second preset value, it indicates that the air temperature is too high, exceeding the suitable operating temperature, which will affect the use of the fuel cell 101. The air needs to dissipate heat as much as possible to lower the temperature, so that the outlet air temperature of the intercooler 105 is between the first and second preset values. At this time, the cooling flow path 103 and the air conditioning circuit 200 can be controlled to exchange heat with the intercooler 105. The heat dissipated by the air can be utilized by the cab 300, and the cooling flow path 103 can absorb the heat dissipated by the air. In the fuel cell 101, the operating temperature of the air is usually around 70 degrees Celsius, and after the coolant absorbs the heat of the fuel cell 101, the temperature of the uncooled coolant is usually around 40 degrees Celsius. When the cooling flow path 103 exchanges heat with the intercooler 105, the cooling flow path 103 can further absorb heat from the air, thereby lowering the air temperature and further ensuring that the outlet air temperature of the intercooler 105 is between a first preset value and a second preset value. When the cab 300 does not require heat, the cooling flow path 103 and the intercooler 105 can exchange heat, using the coolant to absorb excess heat.

[0059] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0060] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0061] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method of using a thermal management system, characterized in that, The thermal management system includes an air passage connected to the fuel cell, a cooling passage connected to the fuel cell, and an air conditioning circuit for providing heat to the passenger compartment. An intercooler is installed in the air passage. The method includes: Obtain the outlet air temperature of the intercooler; Based on the obtained outlet temperature of the intercooler, control the cooling flow path and / or the air conditioning circuit to exchange heat with the intercooler; When the outlet air temperature of the intercooler is lower than a first preset value, the air conditioning circuit is controlled to exchange heat with the intercooler, and the air conditioning circuit provides heat to the air passage; and / or When the outlet air temperature of the intercooler is greater than the first preset value and less than the second preset value, the air conditioning circuit is controlled to exchange heat with the intercooler, and the air passage provides heat to the air conditioning circuit; or both the cooling passage and the air conditioning circuit exchange heat with the intercooler, and the air passage and the cooling passage provide heat to the air conditioning circuit respectively; or the cooling passage exchanges heat with the intercooler, and the cooling passage absorbs heat from the air passage, wherein the second preset value is greater than the first preset value; and / or When the outlet air temperature of the intercooler is greater than the second preset value, the cooling flow path and the air conditioning circuit are controlled to exchange heat with the intercooler. The air path provides heat to the air conditioning circuit, and the cooling flow path absorbs the heat from the air path. Alternatively, the cooling flow path and the intercooler exchange heat, and the cooling flow path absorbs the heat from the air path.

2. A thermal management system, characterized in that, include: A fuel cell circulation loop includes a fuel cell, an air passage connected to the fuel cell, and a cooling passage connected to the fuel cell. An air compressor and an intercooler are installed on the air passage. The air conditioning circuit is used to provide heat to the driver's cabin. The air conditioning circuit and the cooling flow path are thermally coupled to each other through the intercooler. The cooling flow path and the air conditioning circuit selectively exchange heat with the air passage, respectively, to perform the method of using the thermal management system as described in claim 1.

3. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a first control valve disposed on the air conditioning circuit and a second control valve disposed on the cooling flow path. The first control valve is used to open or close the air conditioning circuit, and the second control valve is used to open or close the cooling flow path.

4. The thermal management system according to claim 2, characterized in that, The thermal management system also includes a temperature detection sensor disposed within the air passage, the temperature detection sensor being located between the intercooler and the fuel cell, for detecting the outlet air temperature of the intercooler.

5. The thermal management system according to claim 2, characterized in that, The cooling flow path includes: The first flow path is connected at both ends to the coolant outlets of the intercooler and the fuel cell, respectively. The second flow path is connected at both ends to the coolant inlets of the intercooler and the fuel cell, respectively; and The third flow path is connected to the first flow path and the second flow path at both ends, respectively.

6. The thermal management system according to claim 5, characterized in that, The cooling flow path also includes: The fourth flow path, with its two ends connected to the second flow path and the third flow path respectively; and A cooling device is disposed on the second flow path, located at one end of the third flow path that communicates with the second flow path and at one end of the fourth flow path that communicates with the second flow path.

7. The thermal management system according to claim 6, characterized in that, A first switching valve is provided at one end of the third flow path that is connected to the first flow path, for selectively allowing the coolant to flow along the first flow path or along the third flow path; A second switching valve is provided at one end of the fourth flow path that is connected to the third flow path, for allowing the coolant to flow selectively along the third flow path or along the fourth flow path.

8. The thermal management system according to claim 2, characterized in that, The inlet and outlet of the air conditioning circuit are respectively connected to the intercooler. A first heating element is provided on the air conditioning circuit, and the first heating element is located between the inlet of the air conditioning circuit and the cab.

9. The thermal management system according to claim 2, characterized in that, The inlet and outlet of the air conditioning circuit are respectively connected to the intercooler. A second heating element is provided on the air conditioning circuit, and the second heating element is located between the cab and the outlet of the air conditioning circuit.

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