Vehicle, fuel cell thermal management system and control method thereof

Abstract

The present invention relates to a vehicle, a fuel cell thermal management system and a control method thereof, including: a switch assembly, each switch state corresponding to the current working mode of the thermal management system; a stack cooling assembly and a heating assembly connected to the switch assembly; in the independent working mode, controlling the switch assembly to be in the first switch state to cool the stack through the stack cooling assembly and / or control the stack cooling assembly to perform deionization operation according to the deionization demand, and heat the passenger compartment and / or heat the battery pack through the heating assembly; in the auxiliary heating mode or the waste heat utilization mode, controlling the switch assembly to be in the second switch state to heat the passenger compartment and / or heat the battery pack through the heating assembly. Thus, the problems in the related art that the heat utilization rate is low, and the local conductivity is very high due to ion dissolution, resulting in a great risk, are solved, the heat utilization rate of the vehicle is improved, and the deionization function can be operated as required to avoid the failure of the ion exchanger caused by too high temperature.

Description

Technical Field

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

[0002] At present, in a vehicle thermal management system, generally the coolant conductivity is kept at a relatively low level by coupling the stack cooling circuit with the heating circuit. However, when the warm air circuit is not working for a long time, a large number 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 warm air circuit, the conductivity of the fuel cell cooling system will instantaneously increase, bringing an insulation risk. Moreover, the operating temperature of the fuel cell is relatively low, and there is little available waste heat during low-power operation, so auxiliary heating is still required.

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

[0004] However, in related technologies, it is not possible to take water from the outlet position of the stack to utilize the waste heat of the stack for warm air heating, resulting in low heat utilization efficiency. Moreover, when the heater is not used in summer, it is connected in series with the stack cooling circuit for a long time, and ion dissolution still causes a very high local conductivity, posing a great risk, which urgently needs to be solved. Summary of the Invention

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

[0006] To achieve the above object, an embodiment of the first aspect of the present invention provides a fuel cell thermal management system, including: a switch assembly having multiple switch states, each switch state corresponding to the current working mode of the thermal management system; a stack cooling assembly connected to the switch assembly for cooling the stack; a heating assembly connected to the switch assembly for heating the passenger compartment and / or heating the battery pack; a control assembly respectively connected to the switch assembly, the stack cooling assembly, and the heating assembly. When the current working mode is the independent working mode, the control assembly is configured to control the switch assembly to be in the first switch state to cool the stack through the stack cooling assembly and / or control the stack cooling assembly to perform deionization operation according to the deionization requirement, and heat the passenger compartment and / or heat the battery pack through the heating assembly; when the current working mode is the auxiliary heating mode or the waste heat utilization mode, the control assembly is configured to control the switch assembly to be in the second switch state to heat the passenger compartment and / or heat the battery pack through the heating assembly.

[0007] Further, in one embodiment, the stack cooling assembly includes: a first four-way proportional valve, a first deionization component, a first heat dissipation component, a first stack water pump, a first temperature detection component, a first two-position three-way reversing valve, a second temperature detection component, and a first stack expansion tank. Wherein, the first input end of the first four-way proportional valve is connected to the output end of the first deionization component, the second input end of the first four-way proportional valve is connected to the output end of the first heat dissipation component, the third input end of the first four-way proportional valve is connected to the stack outlet, 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 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 deionization component is connected to the first output end of the switch assembly; the first temperature detection component is arranged at the stack inlet; the second temperature detection component is arranged at the stack outlet; the input end of the heat dissipation component is connected to the stack outlet; the output end of the first stack expansion tank is connected to the input end of the first stack water pump.

[0008] Further, in one embodiment, the stack cooling assembly includes: a second four-way proportional valve, a second deionization component, a second heat dissipation component, a second stack water pump, a third temperature detection component, a second two-position three-way directional valve, a fourth temperature detection component, and a second stack expansion water tank. Among them, the first input end of the second four-way proportional valve is connected to the output end of the second deionization component, the first output end of the second four-way proportional valve is connected to the input end of the second heat dissipation component, 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 dissipation component 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 directional valve; the second input end of the second two-position three-way directional valve is connected to the stack outlet, and the output end of the second two-position three-way directional valve is connected to the first input end of the switch assembly; the input end of the deionization component is connected to the first output end of the switch assembly; the third temperature detection component is arranged at the stack inlet; the fourth temperature detection component 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 deionization component, a third heat dissipation component, a third stack water pump, a fifth temperature detection component, a third two-position three-way directional valve, a sixth temperature detection component, and a third stack expansion water tank. Among them, the first output end of the third four-way proportional valve is connected to the first input end of the second two-position three-way directional valve, the first input end of the third four-way proportional valve is connected to the output end of the third heat dissipation component, 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 dissipation component 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 deionization component and the stack outlet; the fifth temperature detection component is arranged at the stack inlet; the sixth temperature detection component 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] Further, in one embodiment, the heating assembly includes: a first heating unit composed of a warm water pump, a heating element, a three-way proportional valve, a warm air core, and a heat exchanger. Among them, the input end of the warm 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 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 exchanger is connected to the second output end of the three-way proportional valve, and the first output end of the heat exchanger is connected to the second input end of the switch assembly. The first heating unit is used for heating the passenger compartment; and / or, a second heating unit composed of a battery water pump and a battery expansion tank. Among them, 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 tank is connected to the input end of the battery water pump, and the input end of the battery expansion tank is connected to one end of the battery pack. Among them, the other end of the battery pack is connected to the second output end of the heat exchanger. The second heating unit is used for heating the battery pack.

[0011] According to the fuel cell thermal management system proposed in the embodiment of the present invention, the switch state of the switch assembly is controlled according to the working state of the fuel cell thermal management system, so that the stack cooling assembly and the heating assembly are in working modes such as an independent working mode, an auxiliary heating mode, and a waste heat utilization mode, solving the problems of low heat utilization rate and high local conductivity caused by ion dissolution in the related art, with great risks. It improves the heat utilization rate of the vehicle and can operate the deionization function as needed to avoid the failure of the ion exchanger caused by excessive temperature.

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

[0013] Further, in one embodiment, after obtaining the outlet temperature at the stack outlet, it 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] Further, in one embodiment, after controlling the fuel cell thermal management system to enter the independent working mode, it further 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] Further, in one embodiment, the control method of the fuel cell thermal management system further 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 the 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 by the embodiment of the present invention, the switching states of the switch components are controlled according to the working states of the fuel cell thermal management system, so that the stack cooling component and the heating component are in working modes such as the independent working mode, the auxiliary heating mode, and the waste heat utilization mode, solving the problems in the related technology that the heat utilization rate is low, and the ion dissolution causes a very high local conductivity, resulting in a greater risk, improving the vehicle heat utilization rate, and being able to operate the deionization function as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0017] A third aspect embodiment of the present invention proposes a vehicle, including the above fuel cell thermal management system.

[0018] According to the vehicle proposed by the embodiment of the present invention, through the above fuel cell thermal management system, the problems in the related technology that the heat utilization rate is low, and the ion dissolution causes a very high local conductivity, resulting in a greater risk, are solved, improving the vehicle heat utilization rate, and being able to operate the deionization function as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0019] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0020] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the following description of the embodiments in conjunction with the drawings, where:

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

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

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

[0024] Figure 4 Schematic diagram of the third solution structure of the fuel cell thermal management system provided according to an embodiment of the present invention;

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

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

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

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

[0029] Figure 9 Schematic diagram of the circuit structure when the fuel cell thermal management system according to another specific embodiment of the present invention is in the auxiliary heating mode;

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

[0031] Figure 11 Schematic diagram of the circuit structure when the fuel cell thermal management system according to yet another specific embodiment of the present invention is in the independent working mode;

[0032] Figure 12 Schematic diagram of the circuit structure when the fuel cell thermal management system according to yet another specific embodiment of the present invention is in the auxiliary heating mode;

[0033] Figure 13 Schematic diagram of the circuit structure when the fuel cell thermal management system according to yet another specific embodiment of the present invention is in the waste heat utilization mode;

[0034] Figure 14 Flow chart of a method for switching the mode of a fuel cell thermal management system provided according to an embodiment of the present invention;

[0035] Figure 15 Flow chart of a method for operating the deionization function of a fuel cell thermal management system provided according to an embodiment of the present invention;

[0036] Figure 16 It is a flowchart of a control method for a fuel cell thermal management system according to an embodiment of the present invention. Detailed implementation manners

[0037] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present invention, and should not be construed as a limitation of the present invention.

[0038] A vehicle, a fuel cell thermal management system and a control method thereof according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0039] Before introducing the fuel cell thermal management system according to the embodiment of the present invention, another thermal management architecture in the related art that couples a warm air circuit with a PTC heater will be briefly introduced. In this architecture, an ion exchanger is arranged in a cooled small circulation circuit, and a warm air circuit is arranged in parallel on the outlet pipeline of the fuel cell stack, and the waste heat of the fuel cell 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 the conductivity to be too high and insulation failure will occur. If a part of the coolant is forced to flow through the ion exchanger, the water temperature entering the fuel cell 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 outlet of the fuel cell stack, and the temperature is high, which will reduce the exchange capacity of the ion exchanger.

[0041] To solve this problem, the present invention proposes a fuel cell thermal management system. According to the working state of the fuel cell thermal management system, the on-off state of the switch component is controlled so that the fuel cell stack cooling component and the heating component are in working modes such as an independent working mode, an auxiliary heating mode, and a waste heat utilization mode. The problems of low heat utilization rate in the related art, high local conductivity caused by ion dissolution, and great risks are solved. The heat utilization rate of the vehicle is improved, and the deionization function can be operated as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0042] As Figure 1 shown, Figure 1 It 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 fuel cell 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 and is used for cooling the stack; the heating assembly 300 is connected to the switch assembly 200 and is used for heating the passenger compartment and / or heating the battery pack; the switch assembly 200 has multiple switch states, and 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 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. The four-way reversing valve is an electric ball valve. When the electric ball valve is in the first switch state, a and b among the four interfaces are connected, and c and d are connected. When the ball valve is in the second switch state, a and d among the four interfaces are connected, and b and c are connected.

[0046] It should be understood that the vehicle in the embodiment of the present invention can be a fuel cell vehicle. The thermal utilization rate and conductivity control of the fuel cell vehicle are very important. Therefore, in order to ensure the thermal utilization rate and conductivity control of the fuel cell vehicle, the embodiment of the present invention adopts a four-way reversing valve and determines the switch state of the four-way reversing valve based on the current mode of the fuel cell system. Thus, when the current working mode is the independent working mode, the control assembly 400 controls the switch assembly 200 to be in the first switch state, so as to cool the stack through the stack cooling assembly 100, or control the stack cooling assembly to perform deionization operation according to the deionization demand, or and / or simultaneously cool the stack through the stack cooling assembly 100, and control the stack cooling assembly to perform deionization operation according to the deionization demand, and 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 controls 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.

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

[0048] Thus, by controlling the independent and conducting states of the stack cooling component 100 and the heating component 300 through the four-way reversing valve, the vehicle thermal management system can be in different working modes according to different temperature requirements, maximizing the utilization of the 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 as needed, controlling the conductivity at a lower level that meets the requirements while efficiently utilizing the heat, and realizing the decoupled control of the stack cooling and deionization functions.

[0049] To facilitate those skilled in the art to further understand the stack cooling component 100 and the heating component 300 of the embodiments of the present invention, the following will be described in detail with specific embodiments.

[0050] It should be understood that the stack cooling component 100 of the embodiments of the present invention can connect each device according to actual design requirements.

[0051] As a possible implementation manner, in one embodiment, as Figure 2As shown in the figure, the stack cooling assembly 100 includes: a first four-way proportional valve 201, a first deionization component 202, a first heat dissipation component 203, a first stack water pump 204, a first temperature detection component 205, a first two-position three-way directional valve 206, a second temperature detection component 207, and a first stack expansion tank 208. Among them, the first input end of the first four-way proportional valve 201 is connected to the output end of the first deionization component 202, the second input end of the first four-way proportional valve 201 is connected to the output end of the first heat dissipation component 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 input end of the first stack water pump 204; 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 directional valve 206; the second input end of the first two-position three-way directional valve 206 is connected to the stack 209, and the output end of the first two-position three-way directional valve 206 is connected to the input end of the switch assembly 200; the output end of the first deionization component 202 is connected to the output end of the switch assembly 200; the first temperature detection component 205 is arranged at the inlet of the stack 209; the second temperature detection component 207 is arranged at the outlet of the stack 209; the input end of the heat dissipation component 203 is connected to the outlet of the stack 209; the output end of the first stack expansion 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 ion exchange resin is filled inside the ion exchanger to remove the dissolved charged ions 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 vehicle radiator and fan; the first stack water pump 204 is similar to an electric vehicle electronic water pump, but provides a larger flow rate; the first temperature detection component 205 is a commonly used coolant temperature sensor, used to collect the stack inlet temperature, and the first two-position three-way directional valve 206 can be a solenoid valve. When the stack cooling circuit works independently, it can control the connection between a and b among the three interfaces, and the c port is cut off, or control the connection between a and c, and the b port is cut off, and it can be opened according to the actual situation; the second temperature detection component 207 is a commonly used coolant temperature sensor, used to collect the stack outlet temperature; the first stack expansion tank 208 is an expansion tank with a pressure cap, used to accommodate the liquid expansion of the stack cooling circuit; the stack 209 is a reactor where hydrogen-oxygen chemical reaction occurs in a fuel cell.

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

[0054] As another possible implementation method, in one embodiment, as Figure 3As shown, the stack cooling assembly 100 further includes: a second four-way proportional valve 301, a second deionization component 302, a second heat dissipation component 303, a second stack water pump 304, a third temperature detection component 305, a second two-position three-way directional valve 306, a fourth temperature detection component 307, and a second stack expansion 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 deionization component 302, the first output end of the second four-way proportional valve 301 is connected to the input end of the second heat dissipation component 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 dissipation component 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 respectively connected to the inlet of the stack 209 and the first input end of the second two-position three-way directional valve 306; the second input end of the second two-position three-way directional valve 306 is connected to the outlet of the stack 209, and the output end of the second two-position three-way directional 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 stack 209; the fourth temperature detection component 307 is arranged at the outlet of the stack 209; the output end of the second stack expansion tank 308 is connected to the input end of the second stack water pump 304.

[0055] It should be noted that the second four-way proportional valve 301, the second deionization component 302, the second heat dissipation component 303, the second stack water pump 304, the third temperature detection component 305, the second two-position three-way directional valve 306, the fourth temperature detection component 307, and the second stack expansion tank 308 are slightly different from the above-mentioned first four-way proportional valve 201, the first deionization component 202, the first heat dissipation component 203, the first stack water pump 204, the first temperature detection component 205, the first two-position three-way directional valve 206, the second temperature detection component 207, and the first stack expansion tank 208 in terms of connection methods, and the functions of each device are the same. To avoid redundancy, no detailed description will be given here.

[0056] As another possible implementation, in one embodiment, as Figure 4As shown in the figure, the stack cooling assembly 100 further includes: a third four-way proportional valve 401, a third deionization component 402, a third heat dissipation component 403, a third stack water pump 404, a fifth temperature detection component 405, a third two-position three-way directional valve 406, a sixth temperature detection component 407, and a third stack expansion water tank 408. Among them, 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 directional valve 406. The first input end of the third four-way proportional valve 401 is connected to the output end of the third heat dissipation component 403. The second input end of the third four-way proportional valve 401 is connected to the output end of the third stack water pump 404. The second output end of the third four-way proportional valve 401 is connected to the inlet of the stack 209. The input end of the third heat dissipation component 403 is connected to the output end of the third stack water pump 404. The input end of the third stack water pump 404 is respectively connected to the output end of the third deionization component 402 and the outlet of the stack 209. The fifth temperature detection component 405 is arranged at the inlet of the stack 209. The sixth temperature detection component 407 is arranged at the outlet of the stack 209. The output end of the third stack expansion water tank 408 is connected to the input end of the third stack water pump 404.

[0057] It should be noted that the connection methods of the third four-way proportional valve 401, the third deionization component 402, the third heat dissipation component 403, the third stack water pump 404, the fifth temperature detection component 405, the third two-position three-way directional valve 406, the sixth temperature detection component 407, and the third stack expansion water tank 408 are slightly different from those of the above-mentioned first four-way proportional valve 201, the first deionization component 202, the first heat dissipation component 203, the first stack water pump 204, the first temperature detection component 205, the first two-position three-way directional valve 206, the second temperature detection component 207, and the first stack expansion water tank 208. The functions of each component are the same. To avoid redundancy, no detailed description will be given here.

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

[0059] Among them, the warm water pump 212 can be similar to an electric vehicle electronic water pump; the heating element 213 can be similar to an electric vehicle electric heater; the three-way proportional valve 215 can adjust the valve opening degree proportionally, with one inlet and two outlets, and thus adjust the flow distribution of the two branch pipes, which is a kind of ball valve; the warm air core 214 is a heat exchanger installed in the air conditioner box, which heats the cold air entering the passenger compartment through the hot coolant; the heat exchanger 216 can be a plate heat exchanger, and the plate heat exchanger is a heat exchanger used for liquid-liquid heat exchange, which uses high-temperature liquid to heat low-temperature liquid; the battery water pump 217 can be similar to an electric vehicle electronic water pump; the battery pack 218 is a small-capacity lithium-ion battery; the battery expansion tank 219 is an expansion 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 assembly 300 will be described in detail later in combination with specific working modes.

[0060] To enable relevant technical personnel in the field to better understand the fuel cell thermal management system of the embodiments of the present invention, the following will be combined with Figures 5 to 12 for detailed description.

[0061] First of all, taking Figure 2 a fuel cell thermal management system shown as a reference, the control strategies of the fuel cell thermal management system in the independent working mode, the auxiliary heating mode, and the waste heat heating mode will be described in combination with Figures 5 to 7 the figure.

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

[0063] Specifically, as Figure 5 shown, when the fuel cell thermal management system is in an independent working mode, the interface a and c of the first two-position three-way directional valve 206 are conducted, the b port is cut off, the interface a and b of the first four-way directional valve 210 are conducted, c and d are conducted, and the shut-off valve 211 is in an open state, connecting the inlet pipeline of the c port of the first four-way proportional valve 201 in the stack cooling circuit to the inlet of the heating water pump 212 in the heating circuit. Among them, the shut-off valve 211 can be a solenoid valve to control the coolant branch to be in a conducting or cut-off state.

[0064] Further, when the stack cooling circuit is working independently, a deionized circuit is composed of the first four-way proportional valve 201, the first deionization component 202, the first stack water pump 204, the first two-position three-way directional valve 206, the first four-way directional valve 210 and the connecting pipeline. When there is a deionization requirement, the interface a and d of the first four-way proportional valve 201 are conducted, and the flow rate of this circuit can be controlled by adjusting the valve opening. When there is no deionization requirement, the interface a of the first four-way proportional valve 201 is cut off, and there is no flow in the deionized circuit.

[0065] Further, when the stack cooling circuit is working independently, a stack cooling circuit is composed of the first four-way proportional valve 201, the first heat dissipation component 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 directional valve 210 and the connecting pipeline. When the water temperature is relatively low, the interface c and d of the first four-way proportional valve 201 are conducted, 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 open, and the interface c is closed. The first stack expansion tank 208 forms a parallel branch with the stack cooling circuit through the connecting pipeline, playing a role of overflow gas replenishment and compensating for the temperature rise expansion of the coolant.

[0066] Further, when the heating circuit works independently, the heater core heating circuit is composed of the heater water pump 212, the heating element 213, the three-way proportional valve 215, the heater core 214 and the connecting pipelines, and is used for heating the passenger compartment. The plate heat exchanger heating circuit is composed of the heater water pump 212, the heating element 213, the three-way proportional valve 215, the heat exchange element 216 and the connecting pipelines, and is used for heating the battery pack. When there is only a heating requirement for the passenger compartment and no heating requirement for the battery pack, the interfaces b and c of the three-way proportional valve 215 are conducted, and the a port is cut off. The heater water pump 212 drives the coolant to circulate. The hot water heated by the heater flows through the heater core 214, and the air conditioner blower blows the cold air through the ventilation channel to the air side surface of the heater core, thereby heating and ventilating the air in the passenger compartment; when there is no heating requirement for the passenger compartment and there is a heating requirement for the battery pack, the interfaces a and c of the three-way proportional valve 215 are conducted, and the b port is cut off. The heater water pump 212 drives the coolant to circulate. The hot water heated by the heater flows through the heat exchange element 216, and the water in the battery cooling circuit is heated through the plate heat exchanger; when there are heating requirements for both the passenger compartment and the battery pack at the same time, the three-way proportional valve 215 controls the 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] Among them, the battery heating circuit will always be in an independent working mode. The battery heating circuit is composed of the heat exchange element 216, the battery water pump 217, the battery pack 218, the battery expansion tank 219 and the connecting pipelines. When there is a heating requirement for the battery pack, the heat exchange element 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 through the radiator or air-conditioning refrigeration, or can be implemented through the existing conventional solutions, which are not limited herein.

[0068] Further, as Figure 6 shown, Figure 6 is a schematic circuit diagram of the fuel cell thermal management system in the auxiliary heating mode according to a specific embodiment of the present invention.

[0069] Specifically, as Figure 6 shown, when the fuel cell thermal management system is in the auxiliary heating mode, the interfaces a and d of the first four-way proportional valve 201 are conducted, the c and d are conducted, the interface b is cut off, the interfaces b and a of the first two-way three-way reversing valve 206 are conducted, the c port is cut off, the interfaces b and c of the first four-way reversing valve 210 are conducted, the a and d are conducted, 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 requirements of the passenger compartment and the battery pack, and its control strategy is the same as that when the heating circuit works independently. In particular, when there is no heating requirement for both the passenger compartment and the battery pack, the interfaces b and c of the three-way proportional valve 215 are conducted, and the a port is cut off.

[0070] Further, as Figure 7As shown Figure 7 is a schematic circuit diagram of a fuel cell thermal management system in a waste heat utilization mode according to a specific embodiment of the present invention.

[0071] Specifically, as Figure 7 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 directional valve 206, the first four-way directional 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, and at the same time, the flow rate of the heating circuit can be controlled by controlling the speed of the warm water pump 212 and the opening degree of the interface a of the first four-way proportional valve 201 to match the heating demand.

[0072] Secondly, taking Figure 3 a fuel cell thermal management system shown as a reference, combined with Figures 8 to 10 to illustrate the control strategies of the fuel cell thermal management system in the independent working mode, the auxiliary heating mode, and the waste heat heating mode.

[0073] As Figure 8 shown Figure 8 is a schematic circuit diagram of a fuel cell thermal management system in an independent working mode according to another specific embodiment of the present invention.

[0074] As Figure 8 shown, when the fuel cell thermal management system is in the independent working mode, the interfaces a and c of the second two-position three-way directional valve 306 are conducted, the b port is cut off, the interfaces a and b of the second four-way directional valve 310 are conducted, and the c and d are conducted. The stop valve 211 is in the open state, and the outlet pipeline of the c port of the second four-way proportional valve 301 in the stack cooling circuit is communicated with the inlet of the warm water pump 212 in the heating circuit.

[0075] Furthermore, when the stack cooling circuit is working independently, a deionized circuit is composed of the second four-way proportional valve 301, the second deionization component 302, the second stack water pump 304, the second two-position three-way directional valve 306, the second four-way directional valve 310, and the connecting pipeline. When there is a deionization demand, the interfaces a and c of the second four-way proportional valve 301 are conducted, and the flow rate of the circuit can be controlled by adjusting the valve opening degree. 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 deionized circuit.

[0076] Further, when the stack cooling circuit operates 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 detector 305, the second temperature detector 307, the stack 209, the second four-way reversing valve 310 and connecting pipelines. When the water temperature is relatively low, the interfaces c and d of the second four-way proportional valve 301 are conducted, and the port b is cut off. As the water temperature rises, the port b of the second four-way proportional valve 301 gradually opens, and the port c gradually closes. When the water temperature continues to rise, the port b of the second four-way proportional valve 301 is fully open, and the port c is closed. The second stack expansion tank 308 forms a parallel branch with the stack cooling circuit through the connecting pipeline, playing a role in venting and water replenishment, and compensating for the thermal expansion of the coolant at the same time.

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

[0078] Among them, the battery heating circuit will always be in an independent working mode. The battery heating circuit is composed of the heat exchange element 216, the battery water pump 217, the battery pack 218, the battery expansion tank 219 and connecting pipelines. When there is a heating demand for the battery pack, the heat exchange element 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 through a radiator or air conditioning refrigeration, or can be implemented through existing conventional solutions, which are not limited herein.

[0079] Further, as Figure 9 shown, Figure 9 is a schematic circuit diagram of the fuel cell thermal management system in the auxiliary heating mode according to another specific embodiment of the present invention.

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

[0081] Furthermore, as Figure 10 shown, Figure 10 is a schematic circuit diagram of the fuel cell thermal management system in the waste heat utilization mode, which is another specific embodiment of the present invention.

[0082] As Figure 10 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 requirements of the heating circuit and the available waste heat of the fuel cell stack cooling circuit. When the heating requirement is greater than the available waste heat, the heater power should be equal to the difference. When the heating requirement is less than the available waste heat, the heater is turned off. At the same time, the flow rate of the heating circuit can be controlled by controlling the rotation speed of the warm water pump 212 and the opening of the interface a of the second four-way proportional valve 301 to match the heating requirement.

[0083] Secondly, taking a fuel cell thermal management system as shown in Figure 4 as a reference, combined with Figures 11 to 13 to illustrate the control strategies of the fuel cell thermal management system in the independent working mode, the auxiliary heating mode, and the waste heat heating mode.

[0084] As Figure 11 shown, Figure 11 is a schematic circuit diagram of the fuel cell thermal management system in the independent working mode, which is another specific embodiment of the present invention.

[0085] Specifically, as Figure 11 shown, when the fuel cell thermal management system is in the independent working mode, the interfaces a and c of the third two-position three-way reversing valve 406 are conducted, the b port is cut off, the interfaces a and b of the third four-way reversing valve 410 are conducted, c and d are conducted, the stop valve 211 is in the open state, and the outlet pipeline of the a port of the third four-way proportional valve 401 in the fuel cell stack cooling circuit is communicated with the inlet of the warm water pump 212 in the heating circuit.

[0086] Further, when the stack cooling circuit operates independently, a deionized water circuit is formed by the third four-way proportional valve 401, the third deionization component 402, the third stack water pump 404, the third two-position three-way directional control valve 406, the third four-way directional control valve 410 and connecting pipelines. When deionization is required, the interfaces a and c of the third four-way proportional valve 401 are conducted, and the flow rate of this circuit can be controlled by adjusting the valve opening. When deionization is not required, the interface a of the third four-way proportional valve 401 is cut off, and there is no flow in the deionized water circuit.

[0087] Further, when the stack cooling circuit operates independently, a stack cooling circuit is formed by the third four-way proportional valve 401, the third heat dissipation component 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 directional control valve 410 and connecting pipelines. When the water temperature is relatively low, the interfaces c and d of the third four-way proportional valve 401 are conducted, and the port b is cut off. As the water temperature rises, the port b of the third four-way proportional valve 401 gradually opens, and the port c gradually closes. When the water temperature continues to rise, the port b of the third four-way proportional valve 401 is fully open, and the port c is closed. The third stack expansion tank 408 forms a parallel branch with the stack cooling circuit through connecting pipelines, playing a role in venting and water replenishment, and at the same time compensating for the thermal expansion of the coolant.

[0088] Further, when the heating circuit operates independently, a heating circuit for the heater core is formed by the heater water pump 212, the heating component 213, the three-way proportional valve 215, the heater core 214 and connecting pipelines for heating the passenger compartment. A heating circuit for the plate heat exchanger is formed by the heater water pump 212, the heating component 213, the three-way proportional valve 215, the heat exchange component 216 and connecting pipelines for heating the battery pack. When there is only a heating demand for the passenger compartment and no heating demand for the battery pack, the interfaces b and c of the three-way proportional valve 215 are conducted, and the port a is cut off. The heater water pump 212 drives the coolant to circulate. The hot water heated by the heater flows through the heater core 214, and the air conditioner blower blows cold air through the ventilation channel to the air side surface of the heater core, thereby heating and ventilating the air in the passenger compartment. When there is no heating demand for the passenger compartment and there is a heating demand for the battery pack, the interfaces a and c of the three-way proportional valve 215 are conducted, and the port b is cut off. The heater water pump 212 drives the coolant to circulate. The hot water heated by the heater flows through the heat exchange component 216, and the water in the battery cooling circuit is heated through the plate heat exchanger. When there are heating demands for both the passenger compartment and the battery pack at the same time, the three-way proportional valve 215 controls the ports 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 simultaneously.

[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 Figure 12 As shown, Figure 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, Figure 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 Figure 13 As shown, Figure 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, Figure 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] To enable those skilled in the relevant art to further understand the mode switching strategy of the fuel cell thermal management system according to the embodiments of the present invention, the following will be elaborated in detail in conjunction with Figure 14 for detailed description.

[0095] In a specific embodiment, as Figure 14 shown, the mode switching method according to the embodiments of the present invention includes:

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

[0097] In step S1402, it is judged whether the fuel cell is started. If the battery has been started, step S1403 is executed; if the fuel cell has not been started, step S1401 is executed again.

[0098] In step S1403, the magnitude of the stack outlet water temperature T0 and a preset first temperature threshold T1 is compared. 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 states of the valves are 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 states of the valves are 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 magnitude of the stack outlet water temperature T0 and a preset second temperature threshold T2 is compared. 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 maintains operation in the auxiliary heating mode, and the working states of the valves are 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 states of the valves are switched to the independent working mode.

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

[0102] In step S1407, the magnitude of the stack outlet water temperature T0 and a preset third temperature threshold T3 is compared. 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 maintains operation in the independent working mode, and the working states of the valves are 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 there is a heating demand in the heating circuit. If there is a heating demand, 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 operates in the independent working mode, and the working states of all valves are maintained in the independent working mode.

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

[0105] In step S1410, the size of the stack outlet water temperature T0 and the preset fourth temperature threshold T4 is compared. If the stack outlet water temperature T0 is less than or equal to the preset fourth temperature threshold T4, step S1406 is executed, and the fuel cell thermal management system operates in the independent working mode, and the working states of all valves are 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, and it is continued to determine whether there is a heating demand in the heating circuit.

[0106] In step S1411, it is determined whether there is a heating demand in the heating circuit. If there is a heating demand, step S1409 is executed, and the fuel cell thermal management system enters the waste heat utilization working mode, and the working states of all valves are maintained in the waste heat utilization mode. If there is no heating demand, step S1406 is executed, and the fuel cell thermal management system is switched to operate in the independent working mode, and the working states of all valves are 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 set manually according to the actual situation, or can be preset temperature thresholds simulated by a computer, and are not limited here. Among them, 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] To enable relevant technical personnel in the field to further understand the deionization function of the fuel cell thermal management system in the embodiments of the present invention, the following will be combined with Figure 15 The deionization function operation method of the embodiments of the present invention will be elaborated in detail.

[0109] As Figure 15 shown, the ion function operation method of the embodiments 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 demand. If the fuel cell thermal management system has a deionization demand, step S1502 is executed. If the fuel cell thermal management system does not have a deionization demand, 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 deionization operation through the deionization component.

[0113] In step S1504, it is determined whether the fuel cell thermal management system reaches the deionization target. If the fuel cell thermal management system reaches the deionization target, step S1505 is executed to exit the deionization function. If the fuel cell thermal management system does not reach the deionization target, step S1503 is executed to enable 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 working state of the fuel cell thermal management system is maintained.

[0116] According to the fuel cell thermal management system proposed by the 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 working modes such as independent working mode, auxiliary heating mode, and waste heat utilization mode, solving the problems of low heat utilization rate and high local conductivity caused by ion dissolution in the related technology, which poses a great risk, improving the vehicle heat utilization rate, and being able to operate the deionization function as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0117] Secondly, a control method of the fuel cell thermal management system proposed according to the embodiment of the present invention is described with reference to the accompanying drawings.

[0118] In this embodiment, Figure 16 For the control method of the fuel cell thermal management system shown, the Figure 1 fuel cell thermal management system shown in the embodiment can be adopted.

[0119] Specifically, as Figure 16 shown, the control method of the fuel cell thermal management system according to the embodiment of the present invention includes the following steps:

[0120] In step S1601, the outlet temperature of the stack 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 heated outlet temperature of the stack 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 the independent working mode.

[0123] Further, in one embodiment, after obtaining the outlet temperature of the stack, it 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.

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

[0125] Further, in one embodiment, the control method of the fuel cell thermal management system according to the embodiment of the present invention further 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 the independent working mode; if it is determined that the fuel cell thermal management system is in the independent working mode, deionization operation is performed through the deionization component.

[0126] It should be noted that the foregoing explanation of the embodiments of the fuel cell thermal management system also applies to the control method of the fuel cell thermal management system of this embodiment, and will not be elaborated here.

[0127] According to the control method of the fuel cell thermal management system proposed by the 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 working modes such as the independent working mode, the auxiliary heating mode, and the waste heat utilization mode, solving the problems of low heat utilization rate and high local conductivity caused by ion dissolution in the related art, which poses a great risk, improving the vehicle heat utilization rate, and being able to operate the deionization function as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0128] The embodiment of the present invention also proposes a vehicle, including the above fuel cell thermal management system.

[0129] According to the vehicle proposed by the embodiment of the present invention, through the above fuel cell thermal management system, the problems of low heat utilization rate and high local conductivity caused by ion dissolution in the related art, which poses a great risk, are solved, the vehicle heat utilization rate is improved, and the deionization function can be operated as needed to avoid the failure of the ion exchanger caused by too high temperature.

[0130] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials, or characteristics described in connection 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 can be combined in any one or N embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

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

[0132] Any process or method description in a flowchart or described in other ways herein can be understood to represent a module, segment, or portion of code including one or more N executable instructions for implementing a customized logic function or process, and the scope of the preferred embodiments of the present invention includes additional implementations, where the functions can be executed in a substantially simultaneous manner or in a reverse order according to the involved functions, rather than in the order shown or discussed, which should be understood by those skilled in the art to which the embodiments of the present invention pertain.

[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 embodiments, 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, any one or a combination of the following well-known technologies in the art can be used: discrete logic circuits having logic gate circuits for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

[0134] Those of ordinary skill in the technical field can understand that all or part of the steps carried by the methods of the above embodiments can be completed by instructing relevant hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

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 connected to the switch component, the stack cooling component and the heating component respectively, and when the current working mode is the 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 the deionization demand, and to heat the passenger compartment and / or heat the battery pack through the heating component; when the current working mode is the auxiliary heating mode or the 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; Wherein, the stack cooling assembly includes: 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 the first input end of the first four-way proportional valve is connected to the output end of the first deionizing component, 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 stack outlet, and the output end of the first four-way proportional valve is connected to the input end of the first stack water pump; the first stack water The output end of the pump is respectively connected to the inlet of the battery stack 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 deionizer is connected to the first output end of the switch assembly; the first temperature detection element is arranged at the inlet of the battery 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 battery stack expansion water tank is connected to the input end of the first battery stack water pump.

2. 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.

3. 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.

4. 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.

5. A vehicle, characterized in that: include: A fuel cell thermal management system as claimed in any one of claims 1 to 4.

6. 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 4, 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.

7. The method according to claim 6, 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.

8. The method according to claim 6 or 7, 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.

9. The method according to claim 6, 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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