Vehicle, fuel cell thermal management system and control method thereof

Abstract

The invention relates to a vehicle, a fuel cell thermal management system and a control method thereof, and the system comprises a switch assembly, each switch state corresponds to the current working mode of the thermal management system; the electric pile cooling assembly and the heating assembly are connected with the switch assembly; in the independent working mode, the control switch assembly is in a first switch state so as to cool a galvanic pile through the galvanic pile cooling assembly and / or control the galvanic pile cooling assembly to perform deionization operation according to deionization requirements, and heat a passenger compartment and / or heat a battery pack through the heating assembly; and in the auxiliary heating mode or the waste heat utilization mode, the switch assembly is controlled to be in a second switch state, so that the passenger compartment is heated and / or the battery pack is heated through the heating assembly. Therefore, the problems that in the prior art, the heat utilization rate is low, the local conductivity is high due to ion dissolution, and large risks exist are solved, the heat utilization rate of the vehicle is increased, the deionization function can be operated according to needs, and the phenomenon that the ion exchanger fails due to the too high temperature is avoided.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle, a fuel cell thermal management system and a control method thereof. Background Art

[0002] At present, the vehicle thermal management system generally couples the stack cooling circuit with the heating circuit to keep the coolant conductivity at a low level. However, when the heating circuit is not working for a long time, a large amount of conductive ions will dissolve into the coolant. In the coupled working mode of fuel cell cooling and passenger compartment heating, if the ion exchanger is not connected in series with the heating circuit, the conductivity of the fuel cell cooling system will increase instantly, bringing insulation risks. In addition, the operating temperature of the fuel cell is relatively low, and there is little waste heat available when operating at low power, so auxiliary heating is still required.

[0003] In the related art, a four-way valve is generally used to control the on and off of the heater and ion exchanger branches, and a three-way valve is used to control the on and off of the heater branch. The heater is used to provide auxiliary heating during low-temperature cold start of the fuel cell or warm air heating.

[0004] However, the related technology cannot draw water from the water outlet of the fuel cell stack to use the waste heat of the fuel cell stack for warm air heating, resulting in low heat utilization rate. In addition, when the heater is not used in the summer, it is connected in series in the fuel cell stack cooling circuit for a long time. Ion dissolution still causes high local conductivity, which poses a great risk and needs to be solved urgently. Summary of the invention

[0005] The present invention provides a vehicle, a fuel cell thermal management system and a control method thereof, which solves the problems in the related art of low heat utilization rate, high local conductivity caused by ion dissolution and great risk, improves the heat utilization rate of the vehicle, and can operate the deionization function on demand to avoid failure of the ion exchanger caused by excessive temperature.

[0006] To achieve the above-mentioned purpose, a first aspect of the present invention proposes a fuel cell thermal management system, comprising: a switch assembly, the switch assembly having multiple switch states, each switch state corresponding to a current working mode of the thermal management system; a stack cooling assembly, the stack cooling assembly being connected to the switch assembly for cooling the stack; a heating assembly, the heating assembly being connected to the switch assembly for heating the passenger compartment and / or heating a battery pack; a control assembly, the control assembly being respectively connected to the switch assembly, the stack cooling assembly and the heating assembly, and when the current working mode is an independent working mode, the control assembly is used to control the switch assembly to be in a first switch state, so as to cool the stack through the stack cooling assembly and / or control the stack cooling assembly to perform deionization operation according to deionization requirements, and to heat the passenger compartment and / or heat the battery pack through the heating assembly; when the current working mode is an auxiliary heating mode or a waste heat utilization mode, the control assembly is used to control the switch assembly to be in a second switch state, so as to heat the passenger compartment and / or heat the battery pack through the heating assembly.

[0007] Furthermore, in one embodiment, the stack cooling assembly comprises: a first four-way proportional valve, a first deionizing component, a first heat sink, a first stack water pump, a first temperature detecting component, a first two-position three-way reversing valve, a second temperature detecting component and a first stack expansion water tank, wherein a first input end of the first four-way proportional valve is connected to an output end of the first deionizing component, a second input end of the first four-way proportional valve is connected to an output end of the first heat sink, a third input end of the first four-way proportional valve is connected to an outlet of the stack, and an output end of the first four-way proportional valve is connected to an input end of the first stack water pump; The output end of the first fuel cell stack water pump is respectively connected to the fuel cell stack inlet and the first input end of the first two-position three-way reversing valve; the second input end of the first two-position three-way reversing valve is connected to the fuel cell stack outlet, and the output end of the first two-position three-way reversing valve is connected to the first input end of the switch assembly; the input end of the first deionizer is connected to the first output end of the switch assembly; the first temperature detection element is arranged at the fuel cell stack inlet; the second temperature detection element is arranged at the fuel cell stack outlet; the input end of the heat sink is connected to the fuel cell stack outlet; the output end of the first fuel cell stack expansion water tank is connected to the input end of the first fuel cell stack water pump.

[0008] Furthermore, in one embodiment, the stack cooling assembly includes: a second four-way proportional valve, a second deionizing component, a second heat sink, a second stack water pump, a third temperature detecting component, a second two-position three-way reversing valve, a fourth temperature detecting component and a second stack expansion water tank, wherein the first input end of the second four-way proportional valve is connected to the output end of the second deionizing component, the first output end of the second four-way proportional valve is connected to the input end of the second heat sink, the second output end of the second four-way proportional valve is connected to the input port of the stack water pump, and the second input end of the second four-way proportional valve is connected to the stack outlet; The output end of the second heat sink is connected to the input end of the stack water pump; the output end of the stack water pump is respectively connected to the stack inlet and the first input end of the second two-position three-way reversing valve; the second input end of the second two-position three-way reversing valve is connected to the stack outlet, and the output end of the second two-position three-way reversing valve is connected to the first input end of the switch assembly; the input end of the deionizer is connected to the first output end of the switch assembly; the third temperature detection element is arranged at the stack inlet; the fourth temperature detection element is arranged at the stack outlet; the output end of the second stack expansion water tank is connected to the input end of the second stack water pump.

[0009] Further, in one embodiment, the stack cooling assembly includes: a third four-way proportional valve, a third deionizer, a third heat sink, a third stack water pump, a fifth temperature detector, a third two-position three-way reversing valve, a sixth temperature detector and a third stack expansion water tank, wherein the first output end of the third four-way proportional valve is connected to the first input end of the second three-way reversing valve, the first input end of the third four-way proportional valve is connected to the output end of the third heat sink, the second input end of the third four-way proportional valve is connected to the output end of the third stack water pump, and the second output end of the third four-way proportional valve is connected to the stack inlet; the input end of the third heat sink is connected to the output end of the third stack water pump; the input end of the third stack water pump is respectively connected to the output end of the third deionizer and the stack outlet; the fifth temperature detector is arranged at the stack inlet; the sixth temperature detector is arranged at the stack outlet; the output end of the third stack expansion water tank is connected to the input end of the third stack water pump.

[0010] Furthermore, in one embodiment, the heating component includes: a first heating unit consisting of a warm air water pump, a heating element, a three-way proportional valve, a warm air core and a heat exchange element, wherein the input end of the warm air water pump is connected to the second output end of the switch assembly, one end of the heating element is connected to the output end of the warm air water pump, the first input end of the three-way proportional valve is connected to the other end of the heating element, one end of the warm air core is connected to the second input end of the switch assembly, the other end of the warm air core is connected to the first output end of the three-way proportional valve, the first input end of the heat exchange element is connected to the three The first output end of the heat exchanger is connected to the second input end of the switch assembly, and the first heating unit is used to heat the passenger compartment; and / or, a second heating unit composed of a battery water pump and a battery expansion water tank, wherein the output end of the battery water pump is connected to the second input end of the heat exchanger, the output end of the battery expansion water tank is connected to the input end of the battery water pump, and the input end of the battery expansion water tank is connected to one end of the battery pack, wherein the other end of the battery pack is connected to the second output end of the heat exchanger, and the second heating unit is used to heat the battery pack.

[0011] The fuel cell thermal management system proposed in an embodiment of the present invention controls the switching state of the switch component according to the working state of the fuel cell thermal management system so that the stack cooling component and the heating component are in independent working mode, auxiliary heating mode and waste heat utilization mode, etc., which solves the problems in related technologies of low heat utilization rate and high local conductivity caused by ion dissolution, which poses a great risk. It improves the heat utilization rate of the vehicle and can operate the deionization function on demand to avoid failure of the ion exchanger due to excessive temperature.

[0012] The second aspect of the present invention proposes a control method for a fuel cell thermal management system, which adopts the fuel cell thermal management system as described above, and the method includes the following steps: obtaining the outlet temperature of the fuel cell stack outlet; if the outlet temperature is less than or equal to a first preset temperature threshold, controlling the fuel cell thermal management system to enter the auxiliary heating mode, and obtaining the outlet temperature of the fuel cell stack outlet after heating; if the outlet temperature after heating is greater than a second preset temperature, controlling the fuel cell thermal management system to enter the independent working mode.

[0013] Furthermore, in one embodiment, after obtaining the outlet temperature of the fuel cell stack outlet, the method further includes: if the outlet temperature is greater than the first preset temperature threshold, controlling the fuel cell thermal management system to enter the independent working mode.

[0014] Furthermore, in one embodiment, after controlling the fuel cell thermal management system to enter the independent working mode, it also includes: determining whether a heating request is received; if the heating request is received, controlling the fuel cell thermal management system to enter the waste heat utilization mode.

[0015] Furthermore, in one embodiment, the control method of the fuel cell thermal management system also includes: determining whether the fuel cell thermal management system has a deionization requirement; if the fuel cell thermal management system has the deionization requirement, determining whether the fuel cell thermal management system is in an independent working mode; if it is determined that the fuel cell thermal management system is in the independent working mode, performing a deionization operation through a deionization component.

[0016] According to the control method of the fuel cell thermal management system proposed in an embodiment of the present invention, the switching state of the switch component is controlled according to the working state of the fuel cell thermal management system so that the stack cooling component and the heating component are in independent working mode, auxiliary heating mode and waste heat utilization mode, etc., which solves the problems in the related technology that the heat utilization rate is low and the local conductivity is very high due to ion dissolution, which poses a great risk. It improves the heat utilization rate of the vehicle and can operate the deionization function on demand to avoid failure of the ion exchanger due to excessive temperature.

[0017] A third aspect of the present invention provides a vehicle, comprising the above-mentioned fuel cell thermal management system.

[0018] The vehicle proposed in accordance with the embodiment of the present invention solves the problems in the related art of low heat utilization rate and high local conductivity caused by ion dissolution, which poses a great risk, through the above-mentioned fuel cell thermal management system. The heat utilization rate of the vehicle is improved, and the deionization function can be operated on demand to avoid failure of the ion exchanger caused by excessive temperature.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0021] Figure 1 A schematic block diagram of a fuel cell thermal management system according to an embodiment of the present invention;

[0022] Figure 2 A schematic structural diagram of a first solution of a fuel cell thermal management system according to an embodiment of the present invention;

[0023] Figure 3A schematic diagram of the structure of a second solution of a fuel cell thermal management system according to an embodiment of the present invention;

[0024] Figure 4 A schematic structural diagram of a third solution of a fuel cell thermal management system provided according to an embodiment of the present invention;

[0025] Figure 5 is a schematic diagram of a circuit structure of a fuel cell thermal management system according to a specific embodiment of the present invention when it is in an independent working mode;

[0026] Figure 6 is a schematic diagram of a circuit structure of a fuel cell thermal management system in an auxiliary heating mode according to a specific embodiment of the present invention;

[0027] Figure 7 is a schematic diagram of the circuit structure of a fuel cell thermal management system in a waste heat utilization mode according to a specific embodiment of the present invention;

[0028] Figure 8 is a schematic diagram of a circuit structure of a fuel cell thermal management system in an independent working mode according to another specific embodiment of the present invention;

[0029] Fig. 9 is a schematic diagram of a circuit structure of a fuel cell thermal management system in an auxiliary heating mode according to another specific embodiment of the present invention;

[0030] Fig.10 is a schematic diagram of a circuit structure of a fuel cell thermal management system in a waste heat utilization mode according to another specific embodiment of the present invention;

[0031] Fig.11 is a schematic diagram of a circuit structure of a fuel cell thermal management system according to another specific embodiment of the present invention when it is in an independent working mode;

[0032] Fig.12 A schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in an auxiliary heating mode;

[0033] Fig.13 is a schematic diagram of a circuit structure of a fuel cell thermal management system in a waste heat utilization mode according to another specific embodiment of the present invention;

[0034] Fig.14 A flowchart of a method for switching a mode of a fuel cell thermal management system according to an embodiment of the present invention;

[0035] Fig.15 A flowchart of a method for operating a deionization function of a fuel cell thermal management system according to an embodiment of the present invention;

[0036] Fig.16 This is a flow chart of a control method for a fuel cell thermal management system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0037] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0038] The following describes a vehicle, a fuel cell thermal management system and a control method thereof according to embodiments of the present invention with reference to the accompanying drawings.

[0039] Before introducing the fuel cell thermal management system of an embodiment of the present invention, another thermal management architecture coupled with a warm air circuit with a PTC heater in the related art is briefly introduced. In this architecture, an ion exchanger is arranged in a small cooling circulation loop, and a warm air circuit is arranged in parallel on the stack outlet pipeline, so that the waste heat of the stack can be used to heat the air conditioner.

[0040] However, this architecture has the following problems: (1) When the water temperature of the fuel cell stack is high and all the coolant flows through the radiator, there is no flow in the ion exchanger branch. Long-term operation will cause excessive conductivity and insulation failure. If part of the coolant is forced to flow through the ion exchanger, the water temperature entering the stack will be higher than the target water temperature, and the operation of the ion exchanger and the heat dissipation of the fuel cell stack cannot be decoupled and controlled. (2) The water flowing through the ion exchanger is the water from the water outlet of the fuel cell stack. The temperature is relatively high, which will reduce the exchange capacity of the ion exchanger.

[0041] Precisely to solve this problem, the present invention proposes a fuel cell thermal management system, which controls the switching state of the switch component according to the working state of the fuel cell thermal management system so that the stack cooling component and the heating component are in independent working mode, auxiliary heating mode and waste heat utilization mode, etc., which solves the problems in the related technology of low heat utilization rate and high local conductivity caused by ion dissolution, and the existence of great risks. It improves the heat utilization rate of the vehicle, and can operate the deionization function on demand to avoid failure of the ion exchanger due to excessive temperature.

[0042] like Figure 1 As shown, Figure 1 FIG. 1 is a block diagram of a fuel cell thermal management system 10 according to an embodiment of the present invention.

[0043] The fuel cell thermal management system 10 includes: a stack cooling component 100 , a switch component 200 , a heating component 300 and a control component 400 .

[0044] Among them, the stack cooling assembly 100 is connected to the switch assembly 200 for cooling the stack; the heating assembly 300 is connected to the switch assembly 200 for heating the passenger compartment and / or heating the battery pack; the switch assembly 200 has multiple switch states, each switch state corresponds to the current working mode of the thermal management system; the control assembly 400 is respectively connected to the switch assembly 200, the stack cooling assembly 100 and the heating assembly 300. When the current working mode is the independent working mode, the control assembly 400 is used to control the switch assembly 200 to be in the first switch state, so as to cool the stack through the stack cooling assembly 100 and / or control the stack cooling assembly to perform deionization operation according to the deionization demand, and to heat the passenger compartment and / or heat the battery pack through the heating assembly 300; when the current working mode is the auxiliary heating mode or the waste heat utilization mode, the control assembly 400 is used to control the switch assembly 200 to be in the second switch state, so as to heat the passenger compartment and / or heat the battery pack through the heating assembly 300.

[0045] Among them, the switch assembly 200 can adopt a four-way reversing valve, which is an electric ball valve. When the electric ball valve is in the first switching state, a and b of the four interfaces are connected, and c and d are connected. When the ball valve is in the second switching state, a and d of the four interfaces are connected, and b and c are connected.

[0046] It should be understood that the vehicle of the embodiment of the present invention may be a fuel cell vehicle, and the thermal utilization rate and conductivity control of the fuel cell vehicle are very important. Therefore, in order to ensure the control of the thermal utilization rate and conductivity of the fuel cell vehicle, the embodiment of the present invention adopts a four-way reversing valve, and determines the switching state of the four-way reversing valve based on the current mode of the fuel cell system, so that when the current working mode is the independent working mode, the switch component 200 is controlled by the control component 400 to be in the first switching state, so as to cool the battery stack through the battery stack cooling component 100, or control the battery stack cooling component to perform deionization operation according to the deionization demand, or and / or cool the battery stack through the battery stack cooling component 100 at the same time, and control the battery stack cooling component to perform deionization operation according to the deionization demand, and heat the passenger compartment and / or heat the battery pack through the heating component 300; when the current working mode is the auxiliary heating mode or the waste heat utilization mode, the switch component 200 is controlled by the control component 400 to be in the second switching state, so as to heat the passenger compartment and / or heat the battery pack through the heating component 300.

[0047] It should be noted that the embodiments of the present invention can control the fuel cell thermal management system to enter the auxiliary heating mode when the outlet temperature of the fuel cell stack outlet is less than or equal to a certain temperature threshold; control the fuel cell thermal management system to enter the independent working mode when the outlet temperature of the fuel cell stack outlet is greater than a certain temperature threshold, or when the outlet temperature of the fuel cell stack outlet after heating is greater than a certain temperature threshold; when the fuel cell thermal management system enters the independent working mode, if there is a heating demand, control the fuel cell thermal management system to enter the waste heat utilization mode; if there is a deionization demand for the fuel cell thermal management system, deionization operation is performed.

[0048] Therefore, by controlling the independence and conduction states of the stack cooling assembly 100 and the heating assembly 300 through the four-way reversing valve, the vehicle thermal management system is placed in different working modes according to different temperature requirements, maximizing the use of system waste heat for heating, improving the system energy utilization rate, and decoupling the operation of the ion exchanger from the cooling of the stack. The deionization function can be operated on demand, and the conductivity can be controlled at a relatively low level that meets the requirements while efficiently utilizing heat, thereby realizing decoupling control of the stack cooling and deionization functions.

[0049] In order to facilitate those skilled in the art to further understand the stack cooling assembly 100 and the heating assembly 300 of the embodiment of the present invention, a detailed description is given below in conjunction with specific embodiments.

[0050] It should be understood that the stack cooling assembly 100 according to the embodiment of the present invention can connect various components according to actual design requirements.

[0051] As a possible implementation method, in one embodiment, Figure 2As shown, the stack cooling assembly 100 includes: a first four-way proportional valve 201, a first deionizing component 202, a first heat sink 203, a first stack water pump 204, a first temperature detecting component 205, a first two-position three-way reversing valve 206, a second temperature detecting component 207 and a first stack expansion water tank 208, wherein the first input end of the first four-way proportional valve 201 is connected to the output end of the first deionizing component 202, the second input end of the first four-way proportional valve 201 is connected to the output end of the first heat sink 203, the third input end of the first four-way proportional valve 201 is connected to the outlet of the stack 209, and the output end of the first four-way proportional valve 201 is connected to the outlet of the first stack water pump 204. The input end is connected; the output end of the first stack water pump 204 is respectively connected to the inlet of the stack 209 and the first input end of the first two-position three-way reversing valve 206; the second input end of the first two-position three-way reversing valve 206 is connected to the stack 209, and the first two-position three-way reversing valve 206 end is connected to the input end of the switch assembly 200; the first deionizer 202 end is connected to the output end of the switch assembly 200; the first temperature detection element 205 is arranged at the inlet of the stack 209; the second temperature detection element 207 is arranged at the outlet of the stack 209; the input end of the heat sink 203 is connected to the outlet of the stack 209; the output end of the first stack expansion water tank 208 is connected to the input end of the first stack water pump 204.

[0052] Among them, the first four-way proportional valve 201 can be used to control the flow direction of the coolant; the first deionization component 202 can be an ion exchanger, and the ion exchanger is filled with ion exchange resin to remove charged ions dissolved in the coolant and reduce the conductivity of the coolant; the first heat dissipation component 203 can be a radiator fan assembly, such as a traditional car radiator and fan; the first stack water pump 204 is similar to the electric vehicle electronic water pump, but provides a larger flow rate; the first temperature detection component 205 is a commonly used coolant temperature sensor, which is used to collect the stack water inlet temperature The first two-position three-way reversing valve 206 can be a solenoid valve. When the stack cooling circuit works independently, it can control a and b among the three interfaces to be connected and c to be blocked, or control a and c to be connected and b to be blocked, and can be opened according to actual conditions; the second temperature detection component 207 is a commonly used coolant temperature sensor for collecting the outlet water temperature of the stack; the first stack expansion water tank 208 is an expansion water tank with a pressure cover for accommodating the expansion of the liquid in the stack cooling circuit; the stack 209 is a reactor for the fuel cell to undergo a hydrogen-oxidation chemical reaction.

[0053] It should be noted that the specific control process of the stack cooling assembly 100 will be described in detail later in conjunction with the specific working mode.

[0054] As another possible implementation method, in one embodiment, Figure 3As shown, the stack cooling assembly 100 also includes: a second four-way proportional valve 301, a second deionizing component 302, a second heat sink 303, a second stack water pump 304, a third temperature detecting component 305, a second two-position three-way reversing valve 306, a fourth temperature detecting component 307, and a second stack expansion water tank 308. Among them, the first input end of the second four-way proportional valve 301 is connected to the output end of the second deionizing component 302, the first output end of the second four-way proportional valve 301 is connected to the input end of the second heat sink 303, the second output end of the second four-way proportional valve 301 is connected to the input port of the second stack water pump 304, and the second input end of the second four-way proportional valve 301 is connected to the outlet of the stack 209; the output end of the second heat sink 303 is connected to the input end of the second stack water pump 304; the output end of the second stack water pump 304 is connected to the inlet of the stack 209 and the second two The first input end of the second two-position three-way reversing valve 306 is connected to the outlet of the fuel cell 209, and the output end of the second two-position three-way reversing valve 306 is connected to the first input end of the switch assembly 200; the input end of the second deionization component 302 is connected to the first output end of the switch assembly 200; the third temperature detection component 305 is arranged at the inlet of the fuel cell 209; the fourth temperature detection component 307 is arranged at the outlet of the fuel cell 209; the output end of the second fuel cell expansion water tank 308 is connected to the input end of the second fuel cell water pump 304.

[0055] It should be noted that the second four-way proportional valve 301, the second deionization component 302, the second heat sink 303, the second stack water pump 304, the third temperature detection component 305, the second two-position three-way reversing valve 306, the fourth temperature detection component 307 and the second stack expansion water tank 308 are slightly different in connection method from the above-mentioned first four-way proportional valve 201, the first deionization component 202, the first heat sink 203, the first stack water pump 204, the first temperature detection component 205, the first two-position three-way reversing valve 206, the second temperature detection component 207 and the first stack expansion water tank 208. The functions of each component are the same and will not be described in detail here to avoid redundancy.

[0056] As another possible implementation, in one embodiment, Figure 4As shown, the stack cooling assembly 100 also includes: a third four-way proportional valve 401, a third deionizing element 402, a third heat sink 403, a third stack water pump 404, a fifth temperature detecting element 405, a third two-position three-way reversing valve 406, a sixth temperature detecting element 407 and a third stack expansion water tank 408, wherein the first output end of the third four-way proportional valve 401 is connected to the first input end of the third two-position three-way reversing valve 406, the first input end of the third four-way proportional valve 401 is connected to the output end of the third heat sink 403, and the second The input end is connected to the output end of the third fuel cell water pump 404, and the second output end of the third four-way proportional valve 401 is connected to the inlet of the fuel cell 209; the input end of the third heat sink 403 is connected to the output end of the third fuel cell water pump 404; the input end of the third fuel cell water pump 404 is respectively connected to the output end of the third deionizer 402 and the outlet of the fuel cell 209; the fifth temperature detection element 405 is arranged at the inlet of the fuel cell 209; the sixth temperature detection element 407 is arranged at the outlet of the fuel cell 209; the output end of the third fuel cell expansion water tank 408 is connected to the input end of the third fuel cell water pump 404.

[0057] It should be noted that the third four-way proportional valve 401, the third deionization component 402, the third heat sink 403, the third fuel cell water pump 404, the fifth temperature detection component 405, the third two-position three-way reversing valve 406, the sixth temperature detection component 407 and the third fuel cell expansion water tank 408 are slightly different in connection method from the above-mentioned first four-way proportional valve 201, the first deionization component 202, the first heat sink 203, the first fuel cell water pump 204, the first temperature detection component 205, the first two-position three-way reversing valve 206, the second temperature detection component 207 and the first fuel cell expansion water tank 208. The functions of each component are the same and will not be described in detail here to avoid redundancy.

[0058] Further, in one embodiment, if Figure 2As shown, the heating assembly 300 includes: a first heating unit consisting of a warm air water pump 212, a heating element 213, a three-way proportional valve 215, a warm air core 214 and a heat exchange element 216, wherein the input end of the warm air water pump 212 is connected to the second output end of the switch assembly 200, one end of the heating element 213 is connected to the output end of the warm air water pump 212, the first input end of the three-way proportional valve 215 is connected to the other end of the heating element 213, one end of the warm air core 214 is connected to the second input end of the switch assembly 200, the other end of the warm air core 214 is connected to the first output end of the three-way proportional valve 215, and the first input end of the heat exchange element 216 is connected to the three-way proportional valve 216. The second output end of the proportional valve 215 is connected, the first output end of the heat exchanger 216 is connected to the second input end of the switch assembly 200, and the first heating unit is used to heat the passenger compartment; and / or, a second heating unit composed of a battery water pump 217 and a battery expansion water tank 219, wherein the output end of the battery water pump 217 is connected to the second input end of the heat exchanger 216, the output end of the battery expansion water tank 219 is connected to the input end of the battery water pump 217, and the input end of the battery expansion water tank 219 is connected to one end of the battery pack 218, wherein the other end of the battery pack 218 is connected to the second output end of the heat exchanger 216, and the second heating unit is used to heat the battery pack.

[0059] Among them, the heater water pump 212 can be similar to the electric water pump of an electric vehicle; the heating element 213 can be similar to the electric heater for an electric vehicle; the three-way proportional valve 215 can adjust the valve opening in proportion, and has one inlet and two outlets, thereby adjusting the flow distribution of the two branch pipes. A ball valve; the heater core 214 is a heat exchanger installed in the air-conditioning box, which heats the cold air entering the passenger compartment through hot coolant; the heat exchanger 216 can be a plate heat exchanger, which is a heat exchanger used for liquid-liquid heat exchange, heating low-temperature liquid with high-temperature liquid; the battery water pump 217 can be similar to the electric water pump of an electric vehicle; the battery pack 218 is a small-capacity lithium-ion battery; the battery expansion water tank 219 is an expansion water tank with a pressure cap, which is used to accommodate the liquid expansion of the battery cooling circuit. It should be noted that the specific control process of the heating component 300 will be described in detail later in conjunction with the specific working mode.

[0060] In order to enable relevant technical personnel in the field to better understand the fuel cell thermal management system of the embodiment of the present invention, the following is combined with Figures 5 to 12 Provide detailed explanation.

[0061] First, Figure 2 A fuel cell thermal management system shown in FIG. Figures 5 to 7 The control strategy of the fuel cell thermal management system when it is in independent working mode, auxiliary heating mode and waste heat heating mode is explained.

[0062] like Figure 5 As shown, Figure 5 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in a specific embodiment of the present invention when it is in an independent working mode.

[0063] Specifically, Figure 5 As shown, when the fuel cell thermal management system is in an independent working mode, interfaces a and c of the first two-position three-way reversing valve 206 are connected, and port b is blocked; interfaces a and b of the first four-way reversing valve 210 are connected, and c and d are connected; the stop valve 211 is in an open state, connecting the inlet pipeline of port c of the first four-way proportional valve 201 of the stack cooling circuit to the inlet of the warm air water pump 212 of the heating circuit, wherein the stop valve 211 can be a solenoid valve to control the coolant branch to be in a conducting or cut-off state.

[0064] Furthermore, when the stack cooling circuit works independently, the first four-way proportional valve 201, the first deionization component 202, the first stack water pump 204, the first two-position three-way reversing valve 206, the first four-way reversing valve 210 and the connecting pipeline form a deionization circuit. When there is a deionization demand, the interfaces a and d of the first four-way proportional valve 201 are connected, and the flow of the circuit can be controlled by adjusting the valve opening. When there is no deionization demand, the interface a of the first four-way proportional valve 201 is cut off, and there is no flow in the deionization circuit.

[0065] Furthermore, when the stack cooling circuit works independently, the stack cooling circuit is composed of the first four-way proportional valve 201, the first heat sink 203, the first stack water pump 204, the first temperature detection component 205, the second temperature detection component 207, the stack 209, the first four-way reversing valve 210 and the connecting pipeline. When the water temperature is low, the interfaces c and d of the first four-way proportional valve 201 are connected, and the b port is cut off. As the water temperature rises, the interface b of the first four-way proportional valve 201 gradually opens, and the interface c gradually closes. When the water temperature continues to rise, the interface b of the first four-way proportional valve 201 is fully opened, and the interface c is closed. The first stack expansion water tank 208 forms a parallel branch with the stack cooling circuit through the connecting pipeline, plays the role of overflow water replenishment, and at the same time compensates for the temperature rise expansion of the coolant.

[0066] Furthermore, when the heating circuit works independently, the heater core heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heater core 214 and the connecting pipelines, which is used for heating the passenger compartment. The plate heat exchanger heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heat exchanger 216 and the connecting pipelines, which is used for heating the battery pack. When there is only a demand for heating the passenger compartment and no demand for heating the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heater core 214. The air-conditioning blower blows the cold air to the air side surface of the heater core through the ventilation channel, thereby heating the air in the passenger compartment; when there is no demand for heating the passenger compartment and there is a demand for heating the battery pack, interfaces a and c of the three-way proportional valve 215 are connected, and port b is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heat exchanger 216, and the water in the battery cooling circuit is heated by the plate heat exchanger; when there are demands for heating the passenger compartment and heating the battery pack at the same time, the three-way proportional valve 215 controls interfaces a and b to open in a certain proportion, and the heater water pump 212 drives the coolant to flow through the heater heating circuit and the plate heat exchanger heating circuit at the same time.

[0067] The battery heating circuit will always be in an independent working mode. The battery heating circuit consists of a heat exchanger 216, a battery water pump 217, a battery pack 218, a battery expansion tank 219 and connecting pipes. When the battery pack needs to be heated, the heat exchanger 216 transfers the heat of the heating circuit to the battery pack cooling circuit, thereby heating the battery pack 218. The cooling of the battery pack 218 can be achieved by a radiator or air conditioning, or by existing conventional solutions, which are not limited here.

[0068] Furthermore, if Figure 6 As shown, Figure 6 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in a specific embodiment of the present invention when it is in an auxiliary heating mode.

[0069] Specifically, Figure 6 As shown, when the fuel cell thermal management system is in auxiliary heating mode, the first four-way proportional valve 201 interfaces a and d are connected, c and d are connected, and interface b is cut off, the first two-position three-way reversing valve 206 interfaces b and a are connected, and c is cut off, the first four-way reversing valve 210 interfaces b and c are connected, a and d are connected, and the cut-off valve 211 is closed. At this time, the three-way proportional valve 215 determines the valve opening according to the heating demand of the passenger compartment and the heating demand of the battery pack, and its control strategy is consistent with that when the heating circuit works independently. In particular, when there is no heating demand for the passenger compartment and the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is cut off.

[0070] Furthermore, if Figure 7As shown, Figure 7 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in a specific embodiment of the present invention when it is in a waste heat utilization mode.

[0071] Specifically, Figure 7 As shown, when the fuel cell thermal management system is in the waste heat utilization mode, the conduction states of the first four-way proportional valve 201, the first two-position three-way reversing valve 206, the first four-way reversing valve 210, the stop valve 211, and the three-way proportional valve 215 are the same as those in the auxiliary heating mode. The heating power of the heater is determined according to the difference between the heating demand of the heating circuit and the available waste heat of the stack cooling circuit. When the heating demand is greater than the available waste heat, the heater power should be equal to the difference. When the heating demand is less than the available waste heat, the heater is turned off. At the same time, the heating circuit flow can be controlled by controlling the speed of the warm air water pump 212 and the opening of the interface a of the first four-way proportional valve 201 to match the heating demand.

[0072] Secondly, Figure 3 A fuel cell thermal management system shown in FIG. Figures 8 to 10 The control strategy of the fuel cell thermal management system when it is in independent working mode, auxiliary heating mode and waste heat heating mode is explained.

[0073] like Figure 8 As shown, Figure 8 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in an independent working mode.

[0074] like Figure 8 As shown, when the fuel cell thermal management system is in an independent working mode, interfaces a and c of the second two-position three-way reversing valve 306 are connected, and port b is blocked, interfaces a and b of the second four-way reversing valve 310 are connected, and c and d are connected, and the shut-off valve 211 is in an open state, connecting the outlet pipeline of port c of the second four-way proportional valve 301 of the stack cooling circuit to the inlet of the warm air water pump 212 of the heating circuit.

[0075] Furthermore, when the stack cooling circuit works independently, the second four-way proportional valve 301, the second deionization component 302, the second stack water pump 304, the second two-position three-way reversing valve 306, the second four-way reversing valve 310 and the connecting pipeline form a deionization circuit. When there is a deionization demand, the interfaces a and c of the second four-way proportional valve 301 are connected, and the flow of the circuit can be controlled by adjusting the valve opening. When there is no deionization demand, the interface a of the second four-way proportional valve 301 is cut off, and there is no flow in the deionization circuit.

[0076] Furthermore, when the stack cooling circuit works independently, the stack cooling circuit is composed of the second four-way proportional valve 301, the second heat sink 303, the second stack water pump 304, the second temperature detection component 305, the second temperature detection component 307, the stack 209, the second four-way reversing valve 310 and the connecting pipeline. When the water temperature is low, the interfaces c and d of the second four-way proportional valve 301 are connected, and the b port is cut off. As the water temperature rises, the interface b of the second four-way proportional valve 301 gradually opens, and the interface c gradually closes. When the water temperature continues to rise, the interface b of the second four-way proportional valve 301 is fully opened, and the interface c is closed. The second stack expansion water tank 308 forms a parallel branch with the stack cooling circuit through the connecting pipeline, plays the role of overflow water replenishment, and at the same time compensates for the temperature rise expansion of the coolant.

[0077] Furthermore, when the heating circuit works independently, the heater core heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heater core 214 and the connecting pipelines, which is used for heating the passenger compartment. The plate heat exchanger heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heat exchanger 216 and the connecting pipelines, which is used for heating the battery pack. When there is only a demand for heating the passenger compartment and no demand for heating the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heater core 214. The air-conditioning blower blows the cold air to the air side surface of the heater core through the ventilation channel, thereby heating the air in the passenger compartment; when there is no demand for heating the passenger compartment and there is a demand for heating the battery pack, interfaces a and c of the three-way proportional valve 215 are connected, and port b is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heat exchanger 216, and the water in the battery cooling circuit is heated by the plate heat exchanger; when there are demands for heating the passenger compartment and heating the battery pack at the same time, the three-way proportional valve 215 controls interfaces a and b to open in a certain proportion, and the heater water pump 212 drives the coolant to flow through the heater heating circuit and the plate heat exchanger heating circuit at the same time.

[0078] The battery heating circuit will always be in an independent working mode. The battery heating circuit consists of a heat exchanger 216, a battery water pump 217, a battery pack 218, a battery expansion tank 219 and connecting pipes. When the battery pack needs to be heated, the heat exchanger 216 transfers the heat of the heating circuit to the battery pack cooling circuit, thereby heating the battery pack 218. The cooling of the battery pack 218 can be achieved by a radiator or air conditioning, or by existing conventional solutions, which are not limited here.

[0079] Furthermore, if Fig. 9 As shown, Fig. 9 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in an auxiliary heating mode.

[0080] Specifically, Fig. 9 As shown, when the fuel cell thermal management system is in auxiliary heating mode, the second four-way proportional valve 301 interfaces a and d are connected, c and d are connected, and interface b is cut off, the second two-position three-way reversing valve 306 interfaces b and a are connected, and c is cut off, the second four-way reversing valve 310 interfaces b and c are connected, a and d are connected, and the stop valve 211 is closed. At this time, the three-way proportional valve 215 determines the valve opening according to the heating demand of the passenger compartment and the heating demand of the battery pack, and its control strategy is consistent with that when the heating circuit works independently. In particular, when there is no heating demand for the passenger compartment and the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is cut off.

[0081] Furthermore, if Fig.10 As shown, Fig.10 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in a waste heat utilization mode.

[0082] like Fig.10 As shown, when the fuel cell thermal management system is in the waste heat utilization mode, the conduction states of the second four-way proportional valve 301, the second two-position three-way reversing valve 306, the second four-way reversing valve 310, the stop valve 211, and the three-way proportional valve 215 are the same as those in the auxiliary heating mode. The heating power of the heater is determined according to the difference between the heating demand of the heating circuit and the available waste heat of the stack cooling circuit. When the heating demand is greater than the available waste heat, the heater power should be equal to the difference. When the heating demand is less than the available waste heat, the heater is turned off. At the same time, the heating circuit flow can be controlled by controlling the speed of the warm air water pump 212 and the opening of the interface a of the second four-way proportional valve 301 to match the heating demand.

[0083] Secondly, Figure 4 A fuel cell thermal management system shown in FIG. Figures 11 to 13 The control strategy of the fuel cell thermal management system when it is in independent working mode, auxiliary heating mode and waste heat heating mode is explained.

[0084] like Fig.11 As shown, Fig.11 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in an independent working mode.

[0085] Specifically, Fig.11 As shown, when the fuel cell thermal management system is in an independent working mode, interfaces a and c of the third two-position three-way reversing valve 406 are connected, and port b is blocked, interfaces a and b of the third four-way reversing valve 410 are connected, and c and d are connected, and the shut-off valve 211 is in an open state, connecting the outlet pipeline of port a of the third four-way proportional valve 401 of the stack cooling circuit to the inlet of the warm air water pump 212 of the heating circuit.

[0086] Furthermore, when the stack cooling circuit works independently, the third four-way proportional valve 401, the third deionization component 402, the third stack water pump 404, the third two-position three-way reversing valve 406, the third four-way reversing valve 410 and the connecting pipeline form a deionization circuit. When there is a deionization demand, the interfaces a and c of the third four-way proportional valve 401 are connected, and the flow of the circuit can be controlled by adjusting the valve opening. When there is no deionization demand, the interface a of the third four-way proportional valve 401 is cut off, and there is no flow in the deionization circuit.

[0087] Furthermore, when the stack cooling circuit works independently, the stack cooling circuit is composed of the third four-way proportional valve 401, the third heat sink 403, the third stack water pump 404, the third temperature detection component 405, the third temperature detection component 407, the stack 209, the third four-way reversing valve 410 and the connecting pipeline. When the water temperature is low, the interfaces c and d of the third four-way proportional valve 401 are connected, and the b port is cut off. As the water temperature rises, the interface b of the third four-way proportional valve 401 gradually opens, and the interface c gradually closes. When the water temperature continues to rise, the interface b of the third four-way proportional valve 401 is fully opened, and the interface c is closed. The third stack expansion water tank 408 forms a parallel branch with the stack cooling circuit through the connecting pipeline, plays the role of overflow water replenishment, and at the same time compensates for the temperature rise expansion of the coolant.

[0088] Furthermore, when the heating circuit works independently, the heater core heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heater core 214 and the connecting pipelines, which is used for heating the passenger compartment. The plate heat exchanger heating circuit is composed of the heater water pump 212, the heater 213, the three-way proportional valve 215, the heat exchanger 216 and the connecting pipelines, which is used for heating the battery pack. When there is only a demand for heating the passenger compartment and no demand for heating the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heater core 214. The air-conditioning blower blows the cold air to the air side surface of the heater core through the ventilation channel, thereby heating the air in the passenger compartment; when there is no demand for heating the passenger compartment and there is a demand for heating the battery pack, interfaces a and c of the three-way proportional valve 215 are connected, and port b is blocked. The heater water pump 212 drives the coolant to circulate, and the hot water heated by the heater flows through the heat exchanger 216, and the water in the battery cooling circuit is heated by the plate heat exchanger; when there are demands for heating the passenger compartment and heating the battery pack at the same time, the three-way proportional valve 215 controls interfaces a and b to open in a certain proportion, and the heater water pump 212 drives the coolant to flow through the heater heating circuit and the plate heat exchanger heating circuit at the same time.

[0089] The battery heating circuit will always be in an independent working mode. The battery heating circuit consists of a heat exchanger 216, a battery water pump 217, a battery pack 218, a battery expansion tank 219 and connecting pipes. When the battery pack needs to be heated, the heat exchanger 216 transfers the heat of the heating circuit to the battery pack cooling circuit, thereby heating the battery pack 218. The cooling of the battery pack 218 can be achieved by a radiator or air conditioning, or by existing conventional solutions, which are not limited here.

[0090] Furthermore, if Fig.12 As shown, Fig.12 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in an auxiliary heating mode.

[0091] Specifically, Fig.12 As shown, when the fuel cell thermal management system is in auxiliary heating mode, the third four-way proportional valve 401 interfaces a and d are connected, c and d are connected, and interface b is cut off, the third two-position three-way reversing valve 406 interfaces b and a are connected, and c is cut off, the third four-way reversing valve 410 interfaces b and c are connected, a and d are connected, and the cut-off valve 211 is closed. At this time, the three-way proportional valve 215 determines the valve opening according to the heating demand of the passenger compartment and the heating demand of the battery pack, and its control strategy is consistent with that when the heating circuit works independently. In particular, when there is no heating demand for the passenger compartment and the battery pack, interfaces b and c of the three-way proportional valve 215 are connected, and port a is cut off.

[0092] Furthermore, if Fig.13 As shown, Fig.13 This is a schematic diagram of the circuit structure of a fuel cell thermal management system in another specific embodiment of the present invention when it is in a waste heat utilization mode.

[0093] Specifically, Fig.13 As shown, when the fuel cell thermal management system is in the waste heat utilization mode, the conduction states of the third four-way proportional valve 401, the third two-position three-way reversing valve 406, the third four-way reversing valve 410, the stop valve 211, and the three-way proportional valve 215 are the same as the auxiliary heating mode. The heating power of the heater is determined according to the difference between the heating demand of the heating circuit and the available waste heat of the stack cooling circuit. When the heating demand is greater than the available waste heat, the heater power should be equal to the difference. When the heating demand is less than the available waste heat, the heater is turned off. At the same time, the heating circuit flow can be controlled by controlling the speed of the warm air water pump 212 and the opening of the interface c of the third four-way proportional valve 401 to match the heating demand. It should be noted that the independent working mode, auxiliary heating mode and waste heat utilization mode of the fuel cell thermal management system of the embodiment of the present invention can be switched according to actual conditions and in accordance with certain strategies.

[0094] In order to enable relevant technical personnel in the field to further understand the mode switching strategy of the fuel cell thermal management system of the embodiment of the present invention, the following will be combined with Fig.14 Elaborate in detail.

[0095] In a specific embodiment, Fig.14 As shown, the mode switching method of the embodiment of the present invention includes:

[0096] In step S1401, the outlet water temperature T0 of the fuel cell stack is obtained through a temperature sensor.

[0097] In step S1402, it is determined whether the fuel cell is started. If the fuel cell is already started, step S1403 is executed. If the fuel cell is not yet started, step S1401 is executed again.

[0098] In step S1403, the stack outlet water temperature T0 is compared with the preset first temperature threshold T1. If the stack outlet water temperature T0 is less than or equal to the preset first temperature threshold T1, the fuel cell thermal management system executes step S1404, and the working state of each valve is switched to the auxiliary heating mode. If the stack outlet water temperature T0 is greater than the preset first temperature threshold T1, the fuel cell thermal management system executes step S1406, and the working state of each valve is switched to the auxiliary heating mode.

[0099] In step S1404 , the fuel cell thermal management system operates in the auxiliary heating mode.

[0100] In step S1405, the stack outlet water temperature T0 is compared with the preset second temperature threshold T2. If the stack outlet water temperature T0 is less than or equal to the preset second temperature threshold T2, step S1404 is executed, and the fuel cell thermal management system is maintained in the auxiliary heating mode, and the working state of each valve is maintained in the auxiliary heating mode. If the stack outlet water temperature T0 is greater than the preset second temperature threshold T2, step S1406 is executed, and the fuel cell thermal management system is switched to the independent working mode, and the working state of each valve is switched to the independent working mode.

[0101] In step S1406 , the fuel cell thermal management system operates in an independent operation mode.

[0102] In step S1407, the stack outlet water temperature T0 is compared with the preset third temperature threshold T3. If the stack outlet water temperature T0 is less than or equal to the preset third temperature threshold T3, step S1406 is executed, and the fuel cell thermal management system is maintained in the independent working mode, and the working state of each valve is maintained in the independent working mode. If the stack outlet water temperature T0 is greater than the preset third temperature threshold T3, step S1408 is executed.

[0103] In step S1408, it is determined whether the heating circuit has a heating demand. If so, step S1409 is executed, and the fuel cell thermal management system enters the waste heat utilization working mode. If there is no heating demand, step S1406 is executed, and the fuel cell thermal management system is maintained in the independent working mode, and the working state of each valve is maintained in the independent working mode.

[0104] In step S1409, the fuel cell thermal management system operates in a waste heat utilization operation mode.

[0105] In step S1410, the stack outlet water temperature T0 is compared with the preset fourth temperature threshold T4. If the stack outlet water temperature T0 is less than or equal to the preset fourth temperature threshold T4, step S1406 is executed, the fuel cell thermal management system is maintained in the independent working mode, and the working state of each valve is switched to the independent working mode. If the stack outlet water temperature T0 is greater than the preset fourth temperature threshold T4, step S1411 is executed to continue to determine whether the heating circuit has a heating demand.

[0106] In step S1411, it is determined whether the heating circuit has a heating demand. If so, step S1409 is executed, and the fuel cell thermal management system enters the waste heat utilization working mode, and the working state of each valve is maintained in the waste heat utilization mode. If there is no heating demand, step S1406 is executed, and the fuel cell thermal management system switches to the independent working mode, and the working state of each valve is maintained in the independent working mode.

[0107] It should be noted that the preset first temperature threshold, the preset second temperature threshold, the preset third temperature threshold and the preset fourth temperature threshold can be manually set according to actual conditions, or can be preset temperature thresholds simulated by a computer, which are not limited here. The preset first temperature threshold T1 is less than the preset second temperature threshold T2, which is less than the preset fourth temperature threshold T4, which is less than the preset third temperature threshold T3.

[0108] In order to enable relevant technical personnel in the field to further understand the deionization function of the fuel cell thermal management system of the embodiment of the present invention, the following will be combined with Fig.15 The deionization function operation method of the embodiment of the present invention is described in detail.

[0109] like Fig.15 As shown, the ion function operation method of the embodiment of the present invention includes the following steps:

[0110] In step S1501, it is determined whether the fuel cell thermal management system has a deionization requirement, and if so, step S1502 is executed. If not, step S1506 is executed.

[0111] In step S1502, it is determined whether the fuel cell thermal management system is in the independent working mode, if the fuel cell thermal management system is in the independent working mode, step S1503 is executed. If the fuel cell thermal management system is not in the independent working mode, step S1506 is executed.

[0112] In step S1503, the fuel cell thermal management system performs a deionization operation through a deionization component.

[0113] In step S1504, it is determined whether the fuel cell thermal management system has reached the deionization target. If the fuel cell thermal management system has reached the deionization target, step S1505 is executed to exit the deionization function. If the fuel cell thermal management system has not reached the deionization target, step S1503 is executed to allow the fuel cell thermal management system to continue the deionization operation.

[0114] In step S1505, the fuel cell thermal management system reaches the deionization target and exits the deionization function.

[0115] In step S1506, the current operating state of the fuel cell thermal management system is maintained.

[0116] The fuel cell thermal management system proposed in an embodiment of the present invention controls the switching state of the switch component according to the working state of the fuel cell thermal management system so that the stack cooling component and the heating component are in independent working mode, auxiliary heating mode and waste heat utilization mode, etc., which solves the problems in related technologies of low heat utilization rate and high local conductivity caused by ion dissolution, which poses a great risk. It improves the heat utilization rate of the vehicle and can operate the deionization function on demand to avoid failure of the ion exchanger due to excessive temperature.

[0117] Next, a control method of a fuel cell thermal management system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0118] In this embodiment, Fig.16 The control method of the fuel cell thermal management system shown can be used Figure 1 A fuel cell thermal management system is shown in the embodiment.

[0119] Specifically, Fig.16 As shown, the control method of the fuel cell thermal management system according to the embodiment of the present invention comprises the following steps:

[0120] In step S1601, the outlet temperature of the fuel cell stack outlet is obtained.

[0121] In step S1602, if the outlet temperature is less than or equal to the first preset temperature threshold, the fuel cell thermal management system is controlled to enter the auxiliary heating mode, and the outlet temperature of the fuel cell stack outlet after heating is obtained.

[0122] In step S1603, if the outlet temperature after heating is greater than the second preset temperature, the fuel cell thermal management system is controlled to enter an independent working mode.

[0123] Furthermore, in one embodiment, after obtaining the outlet temperature of the fuel cell stack outlet, the method further includes: if the outlet temperature is greater than a first preset temperature threshold, controlling the fuel cell thermal management system to enter an independent working mode.

[0124] Furthermore, in one embodiment, after controlling the fuel cell thermal management system to enter the independent working mode, it also includes: determining whether a heating request is received; if a heating request is received, controlling the fuel cell thermal management system to enter the waste heat utilization mode.

[0125] Furthermore, in one embodiment, the control method of the fuel cell thermal management system of the embodiment of the present invention also includes: determining whether the fuel cell thermal management system has a deionization requirement; if the fuel cell thermal management system has a deionization requirement, determining whether the fuel cell thermal management system is in an independent working mode; if it is determined that the fuel cell thermal management system is in an independent working mode, performing a deionization operation through a deionization component.

[0126] It should be noted that the aforementioned explanation of the fuel cell thermal management system embodiment is also applicable to the control method of the fuel cell thermal management system of this embodiment, and will not be repeated here.

[0127] According to the control method of the fuel cell thermal management system proposed in an embodiment of the present invention, the switching state of the switch component is controlled according to the working state of the fuel cell thermal management system so that the stack cooling component and the heating component are in independent working mode, auxiliary heating mode and waste heat utilization mode, etc., which solves the problems in the related technology that the heat utilization rate is low and the local conductivity is very high due to ion dissolution, which poses a great risk. It improves the heat utilization rate of the vehicle and can operate the deionization function on demand to avoid failure of the ion exchanger due to excessive temperature.

[0128] An embodiment of the present invention further provides a vehicle, comprising the above-mentioned fuel cell thermal management system.

[0129] The vehicle proposed in accordance with the embodiment of the present invention solves the problems in the related art of low heat utilization rate and high local conductivity caused by ion dissolution, which poses a great risk, through the above-mentioned fuel cell thermal management system. The heat utilization rate of the vehicle is improved, and the deionization function can be operated on demand to avoid failure of the ion exchanger caused by excessive temperature.

[0130] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0131] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "N" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0132] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present invention includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present invention belong.

[0133] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0134] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

Claims

1. A fuel cell thermal management system, characterized in that: include: A switch assembly, wherein the switch assembly has a plurality of switch states, each switch state corresponding to a current operating mode of the thermal management system; A stack cooling assembly, the stack cooling assembly being connected to the switch assembly and used for stack cooling; A heating assembly, the heating assembly being connected to the switch assembly and used for heating the passenger compartment and / or heating the battery pack; A control component, wherein the control component is respectively connected to the switch component, the stack cooling component and the heating component. When the current working mode is an independent working mode, the control component is used to control the switch component to be in a first switching state, so as to cool the stack through the stack cooling component and / or control the stack cooling component to perform deionization operation according to deionization requirements, and to heat the passenger compartment and / or heat the battery pack through the heating component; when the current working mode is an auxiliary heating mode or a waste heat utilization mode, the control component is used to control the switch component to be in a second switching state, so as to heat the passenger compartment and / or heat the battery pack through the heating component.

2. The fuel cell thermal management system according to claim 1, characterized in that: The stack cooling assembly includes: a first four-way proportional valve, a first deionizing element, a first heat sink, a first stack water pump, a first temperature detector, a first two-position three-way reversing valve, a second temperature detector and a first stack expansion water tank, wherein: The first input end of the first four-way proportional valve is connected to the output end of the first deionizing element, the second input end of the first four-way proportional valve is connected to the output end of the first heat sink, the third input end of the first four-way proportional valve is connected to the outlet of the stack, and the output end of the first four-way proportional valve is connected to the input end of the first stack water pump; The output end of the first stack water pump is respectively connected to the stack inlet and the first input end of the first two-position three-way reversing valve; The second input end of the first two-position three-way reversing valve is connected to the outlet of the battery stack, and the output end of the first two-position three-way reversing valve is connected to the first input end of the switch assembly; The input end of the first deionization element is connected to the first output end of the switch assembly; The first temperature detection component is arranged at the entrance of the fuel cell stack; The second temperature detection element is arranged at the outlet of the battery stack; The input end of the heat sink is connected to the outlet of the battery stack; The output end of the first fuel cell stack expansion water tank is connected to the input end of the first fuel cell stack water pump.

3. The fuel cell thermal management system according to claim 1, characterized in that: The stack cooling assembly includes: a second four-way proportional valve, a second deionizing element, a second heat sink, a second stack water pump, a third temperature detector, a second two-position three-way reversing valve, a fourth temperature detector, and a second stack expansion water tank, wherein: The first input end of the second four-way proportional valve is connected to the output end of the second deionizing element, the first output end of the second four-way proportional valve is connected to the input end of the second heat sink, the second output end of the second four-way proportional valve is connected to the input port of the stack water pump, and the second input end of the second four-way proportional valve is connected to the stack outlet; The output end of the second heat sink is connected to the input end of the stack water pump; The output end of the stack water pump is connected to the stack inlet and the first input end of the second two-position three-way reversing valve respectively; The second input end of the second two-position three-way reversing valve is connected to the outlet of the battery stack, and the output end of the second two-position three-way reversing valve is connected to the first input end of the switch assembly; The input end of the deionization element is connected to the first output end of the switch assembly; The third temperature detection element is arranged at the entrance of the fuel cell stack; The fourth temperature detection component is arranged at the outlet of the battery stack; The output end of the second fuel cell stack expansion water tank is connected to the input end of the second fuel cell stack water pump.

4. The fuel cell thermal management system according to claim 1, characterized in that: The stack cooling assembly includes: a third four-way proportional valve, a third deionizing element, a third heat sink, a third stack water pump, a fifth temperature detector, a third two-position three-way reversing valve, a sixth temperature detector and a third stack expansion water tank, wherein: The first output end of the third four-way proportional valve is connected to the first input end of the third two-position three-way reversing valve, the first input end of the third four-way proportional valve is connected to the output end of the third heat sink, the second input end of the third four-way proportional valve is connected to the output end of the third stack water pump, and the second output end of the third four-way proportional valve is connected to the stack inlet; The input end of the third heat sink is connected to the output end of the third stack water pump; The input end of the third stack water pump is connected to the output end of the third deionization element and the stack outlet respectively; The fifth temperature detection component is arranged at the entrance of the fuel cell stack; The sixth temperature detection component is arranged at the outlet of the battery stack; The output end of the third fuel cell stack expansion water tank is connected to the input end of the third fuel cell stack water pump.

5. The fuel cell thermal management system according to claim 1, characterized in that: The heating component comprises: a first heating unit consisting of a warm air water pump, a heating element, a three-way proportional valve, a warm air core and a heat exchange element, wherein an input end of the warm air water pump is connected to a second output end of the switch assembly, one end of the heating element is connected to an output end of the warm air water pump, a first input end of the three-way proportional valve is connected to another end of the heating element, one end of the warm air core is connected to a second input end of the switch assembly, another end of the warm air core is connected to a first output end of the three-way proportional valve, a first input end of the heat exchange element is connected to a second output end of the three-way proportional valve, a first output end of the heat exchange element is connected to a second input end of the switch assembly, and the first heating unit is used for heating a passenger compartment; And / or, a second heating unit composed of a battery water pump and a battery expansion water tank, wherein the output end of the battery water pump is connected to the second input end of the heat exchange element, the output end of the battery expansion water tank is connected to the input end of the battery water pump, the input end of the battery expansion water tank is connected to one end of the battery pack, wherein the other end of the battery pack is connected to the second output end of the heat exchange element, and the second heating unit is used to heat the battery pack.

6. A vehicle, characterized in that: include: A fuel cell thermal management system as claimed in any one of claims 1 to 5.

7. A control method for a fuel cell thermal management system, characterized in that: A fuel cell thermal management system according to any one of claims 1 to 5, wherein the method comprises the following steps: Get the outlet temperature of the battery stack outlet; If the outlet temperature is less than or equal to a first preset temperature threshold, the fuel cell thermal management system is controlled to enter the auxiliary heating mode, and the outlet temperature of the fuel cell stack outlet after heating is obtained; If the outlet temperature after heating is greater than a second preset temperature, the fuel cell thermal management system is controlled to enter the independent working mode.

8. The method according to claim 7, characterized in that After obtaining the outlet temperature of the battery stack outlet, the method further includes: If the outlet temperature is greater than the first preset temperature threshold, the fuel cell thermal management system is controlled to enter the independent working mode.

9. The method according to claim 7 or 8, characterized in that: After controlling the fuel cell thermal management system to enter the independent working mode, the method further includes: Determining whether a heating request is received; If the heating request is received, the fuel cell thermal management system is controlled to enter the waste heat utilization mode.

10. The method according to claim 7, characterized in that Also includes: Determining whether the fuel cell thermal management system has a deionization requirement; If the fuel cell thermal management system has the deionization requirement, determining whether the fuel cell thermal management system is in an independent working mode; If it is determined that the fuel cell thermal management system is in the independent operation mode, a deionization operation is performed through a deionization component.

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