Battery engine rapid cold start system, automobile and cold start method

Abstract

The invention discloses a battery engine rapid cold start system, an automobile and a cold start method, a fuel cell stack, a radiator and a first cooling liquid pump form a cooling liquid large circulation loop through pipelines, and the battery engine rapid cold start system further comprises a thermostat which is arranged on the pipeline between the radiator and the first cooling liquid pump. The thermostat is communicated with a pipeline between the fuel cell stack and the radiator through a pipeline, the thermostat, the fuel cell stack and the first cooling liquid pump form a cooling liquid small circulation loop, a vacuum heat preservation tank is arranged on the pipeline between the thermostat and the first cooling liquid pump, and a liquid inlet pipe and a liquid outlet pipe are respectively arranged on the vacuum heat preservation tank. The end parts, exposed out of the vacuum heat preservation tank, of the liquid inlet pipe and the liquid outlet pipe are respectively communicated with a pipeline between the thermostat and the first cooling liquid pump; a second cooling liquid pump is arranged at the exposed part of the liquid inlet pipe; the cooling liquid with residual heat in the vacuum heat preservation tank is pumped into the fuel cell stack, and rapid cold start of the fuel cell is facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of auxiliary devices for low-temperature cold starting of a battery engine, and in particular to a battery engine rapid cold starting system, a vehicle and a cold starting method. Background Art

[0002] Fuel cells convert chemical energy directly into electrical energy through electrochemical reactions, without the conversion of thermal energy, so the conversion efficiency is high; since there is no mechanical transmission device inside the fuel cell, the noise is extremely low and the reliability is relatively high; when pure hydrogen is used as fuel, the only product of the electrochemical reaction is water; when hydrogen-rich gas is used as fuel, the product of the electrochemical reaction contains a small amount of carbon dioxide; therefore, it emits very few pollutants and is a very clean energy source; however, the commercial promotion of fuel cell vehicles in cold areas requires solving the problem of starting in low temperature environments. The cold start system ensures that the stack can start normally and reach a stable operating temperature under cold conditions, thereby maintaining consistent performance and improving user experience.

[0003] Most of the existing technologies use insulation and external heating methods, among which external heating usually uses thermocouples or hydrogen catalysis to heat the coolant; however, these methods have disadvantages such as slow cold start and insufficient heat flow utilization; therefore, in view of the shortcomings of the existing technology, it is very necessary to provide a cooling system and a cold start method that are conducive to the rapid cold start of the fuel cell, thereby improving the shortcomings of slow cold start and insufficient heat flow utilization.

[0004] Patent CN115842143A provides a fuel cell low-temperature cold start system and method, including a hydrogen combustion heat exchange device and a battery access control device; during startup, on the one hand, the heat generated by the hydrogen combustion is used to heat the gas in the ventilation duct running through the heat exchanger, and the heated gas stack is used to heat the fuel cell; on the other hand, the battery is discharged to the fuel cell so that hydrogen is decomposed at the cathode point of the fuel cell, and the fuel cell stack is heated by heat release through chemical reaction; the invention uses two external energies, hydrogen combustion and battery discharge, to heat the fuel cell stack at the same time, which accelerates the startup temperature rise speed, but increases additional hydrogen consumption and power consumption.

[0005] Patent CN114665119A discloses a low-temperature start-up system for a fuel cell based on phase change heat storage. The system uses the phase change material in the phase change heat storage device to release the phase change latent heat in a low-temperature environment to heat the fuel cell point-to-point to achieve low-temperature start-up of the fuel cell, which to a certain extent extends the service life of the fuel cell membrane electrode and reduces the hydrogen consumption. However, the patent does not consider the low-temperature start-up problem of the separator of the hydrogen loop. The liquid water accumulated in the gas-water separator will freeze and become ineffective in a low-temperature environment below zero degrees.

[0006] Patent CN116231006A proposes a low-temperature, non-auxiliary heating cold start method and system for a fuel cell, which utilizes an air-circuit under-gas loading method to increase the thermal energy inside the fuel cell, achieve heating and low-temperature start-up, and through under-gas and non-under-gas cycle start-up methods, while heating the fuel cell, the water generated inside the fuel cell is discharged, thereby avoiding flooding; the implementation of the device and method of the invention is based on the premise that the liquid water is not frozen and the gas transmission is not obstructed, so it is not suitable for environments with sub-zero ambient temperatures. Summary of the invention

[0007] To solve the above problems, the present invention provides a battery engine rapid cold start system. After the fuel cell engine is shut down, a vacuum insulation liquid storage tank is used to store the high-temperature coolant in the fuel cell engine cooling system. When the fuel cell is cold started, the high-temperature coolant in the vacuum high insulation liquid storage tank is pumped into the fuel cell cooling system and the fuel cell stack, so that the fuel cell stack is quickly heated up, which is beneficial to the rapid cold start of the fuel cell.

[0008] The present invention provides a battery engine rapid cold start system, comprising a fuel cell stack, a radiator and a first coolant pump; the fuel cell stack, the radiator and the first coolant pump form a large coolant circulation loop through pipelines, and also comprises a thermostat, the thermostat is arranged on the pipeline between the radiator and the first coolant pump, and the thermostat is connected to the pipeline between the fuel cell stack and the radiator through the pipeline, and the thermostat, the fuel cell stack and the first coolant pump form a small coolant circulation loop;

[0009] A vacuum insulation tank is provided on the pipeline between the thermostat and the first coolant pump, and a liquid inlet pipe and a liquid discharge pipe are respectively provided on the vacuum insulation tank. The ends of the liquid inlet pipe and the liquid discharge pipe exposed outside the vacuum insulation tank are respectively connected to the pipeline between the thermostat and the first coolant pump. A second coolant pump is provided on the exposed part of the liquid inlet pipe. After the fuel cell system is shut down, the coolant temperature inside the fuel cell system is generally 60°C to 70°C. The coolant at 60°C to 70°C in the coolant small circulation loop is pumped into the vacuum insulation tank by the second coolant pump. Preserve, so that the heat of the coolant can be retained, and the coolant in the small circulation loop of the coolant can be pumped into the vacuum insulation tank to prevent the small circulation loop of the coolant from freezing due to the low external ambient temperature; within one or two days when the car is stopped, the temperature of the coolant in the vacuum insulation tank will only decrease by 3℃-10℃. Before cold-starting the fuel cell stack, the waste heat coolant can be injected from the vacuum insulation tank into the fuel cell stack through the first coolant pump, so that the ambient temperature rises rapidly and stabilizes for about 10S, and then the battery stack can be cold-started normally.

[0010] The vacuum insulation tank is composed of two layers of sealed tank bodies, an inner layer and an outer layer, a vacuum interlayer cavity is arranged between the two layers, the upper end of the vacuum insulation tank is connected with a one-way exhaust pipe, the lower end of the one-way exhaust pipe is accommodated in the inner sealed tank body of the vacuum insulation tank, and the lower end is suspended near the inner wall of the upper end of the inner sealed tank body of the vacuum insulation tank, so that when it is necessary to store coolant with residual temperature, it is convenient to discharge the air in the vacuum insulation tank out of the tank body; the lower part of the liquid inlet pipe and the lower part of the liquid discharge pipe are respectively accommodated in the inner sealed tank body of the vacuum insulation tank, the lower end of the liquid inlet pipe is suspended near the inner wall of the upper end of the inner sealed tank body of the vacuum insulation tank, and the lower end of the liquid discharge pipe is suspended near the inner wall of the lower end of the inner sealed tank body of the vacuum insulation tank, so as to facilitate the injection of coolant and the complete discharge of coolant.

[0011] An upper liquid level sensor and a lower liquid level sensor are arranged on the side wall of the vacuum insulation tank, and the upper liquid level sensor and the lower liquid level sensor are respectively inserted and fixed on the upper and lower parts of the side wall of the vacuum insulation tank, one end of the upper liquid level sensor and one end of the lower liquid level sensor are respectively accommodated in the inner sealed tank body of the vacuum insulation tank, and the other end of the upper liquid level sensor and the other end of the lower liquid level sensor are respectively exposed outside the outer sealed tank body of the vacuum insulation tank, so as to ensure that the coolant in the coolant small circulation loop is drawn into the vacuum insulation tank or injected into the fuel cell stack to the maximum extent, to ensure that the coolant small circulation loop is not frozen due to the severe cold environment pipeline, and the fuel cell stack can be quickly heated up.

[0012] A vacuum pressure gauge and a vacuum pump are also provided on the side wall of the vacuum insulation tank. The detection end of the vacuum pressure gauge is accommodated in the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank, and the display end of the vacuum pressure gauge is exposed outside the outer sealed tank body of the vacuum insulation tank; the vacuum pump is arranged outside the vacuum insulation tank, and the vacuum pump is connected to the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank through a pipeline to ensure the vacuum degree of the vacuum insulation tank interlayer, thereby ensuring that the temperature of the coolant in the vacuum insulation tank body will not drop rapidly.

[0013] A first solenoid valve is arranged on the liquid inlet pipe at the upper part of the second coolant pump, and a second solenoid valve is arranged on the liquid discharge pipe exposed at the upper end of the vacuum insulation tank, so as to control the vacuum insulation tank to draw in or discharge coolant according to different needs.

[0014] A third solenoid valve is provided on one end of the pipeline between the fuel cell stack and the radiator close to the radiator to prevent the vacuum insulation tank from recycling the coolant at the radiator into the vacuum insulation tank when recycling the residual coolant, so as to prevent the coolant temperature in the vacuum insulation tank from being too low and losing the insulation function.

[0015] The volume of the inner sealed tank body of the vacuum insulation tank is 1.1-2 times the volume of the coolant inside the fuel cell stack; the volume of the internal volume of the vacuum insulation tank is slightly larger than the volume of the coolant that can be accommodated inside the stack (the volume of the stack cooling chamber is based on the volume of the bipolar plate cooling chamber inside the stack and the number of stack cores, which can be easily calculated at the beginning of the stack design).

[0016] A car includes a fuel cell controller and a battery engine rapid cold start system. A first coolant pump, a second coolant pump, an upper liquid level sensor, a lower liquid level sensor, a vacuum pressure gauge, a vacuum pump, a first solenoid valve, a second solenoid valve and a third solenoid valve are respectively connected to the fuel cell controller wires so that parameters can be obtained through the fuel cell controller to control the opening and closing of corresponding devices.

[0017] A battery engine cold start method, applied to the battery engine rapid cold start system, includes residual temperature coolant storage and fuel cell system cold start:

[0018] Residual coolant storage

[0019] S1. When the external ambient temperature is lower than 10°C, the coolant inside the fuel cell system maintains a relatively high residual temperature after shutdown; at this time, under the control of the fuel cell controller, the first solenoid valve is opened, and the second solenoid valve and the third solenoid valve are in a closed state;

[0020] S2. Under the control of the fuel cell controller, the second coolant pump is started, and the first coolant pump is in a closed state. Under the action of the second coolant pump, the coolant with residual temperature in the fuel cell stack and the connected coolant small circulation loop is pumped into the vacuum insulation tank, so that only a small amount of coolant remains inside the fuel cell stack to prevent the coolant from freezing due to extremely cold weather;

[0021] S3, when the residual coolant level in the vacuum insulation tank reaches the upper liquid point, the upper liquid level sensor is triggered, and the upper liquid level sensor transmits a signal to the fuel cell controller, which can determine that the residual coolant in the fuel cell stack has been extracted. The fuel cell controller instructs the second coolant pump and the first solenoid valve to close, and the residual coolant is stored in a heat preservation state;

[0022] Fuel cell system cold start

[0023] S4. Before the fuel cell system is cold-started at a temperature below 10°C, the second solenoid valve is first opened under the control of the fuel cell controller; at this time, the second coolant pump and the first solenoid valve are both in a closed state; then the first coolant pump is opened, and the residual coolant in the vacuum insulation tank is pumped into the fuel cell stack under the action of the first coolant pump. When the coolant in the vacuum insulation tank reaches the lower liquid level point, the lower liquid level sensor is triggered, and the lower liquid level sensor transmits a signal to the fuel cell controller to control the closing of the first coolant pump, and then the second solenoid valve is controlled to close, so that the residual coolant entering the fuel cell stack transfers its stored heat to the fuel cell stack;

[0024] S5. Keep the residual coolant stable in the fuel cell stack for about 10 seconds. After the coolant inside the fuel cell stack reaches thermal equilibrium, the fuel cell system can be started according to the established cold start procedure. The first coolant pump starts to operate and the small coolant circulation loop is started. With the normal operation of the fuel cell stack, the fuel cell stack releases heat to the outside, the temperature inside the stack gradually increases, and the coolant temperature also increases accordingly. When the coolant temperature in the small coolant circulation loop is higher than 50°C, the thermostat pipeline is connected, the fuel cell controller controls the third solenoid valve to open, and the large coolant circulation loop is opened.

[0025] In step S2, in order to make the vacuum insulation tank have excellent insulation effect, a vacuum pressure gauge is installed on the vacuum insulation tank. When the vacuum pressure gauge detects that the absolute pressure value in the interlayer of the vacuum insulation tank is higher than 3kPa (absolute pressure), the vacuum pressure gauge transmits a signal to the fuel cell controller, and the fuel cell controller controls to turn on the vacuum pump to evacuate. When the absolute pressure value in the interlayer of the vacuum insulation tank is lower than 3kPa (absolute pressure), the fuel cell controller controls to turn off the vacuum pump to ensure that the temperature loss of the vacuum insulation tank within 24 hours is only 3°C to 5°C.

[0026] Beneficial Effects

[0027] After the fuel cell engine is shut down, the present invention uses a vacuum insulation liquid storage tank to store the high-temperature coolant in the fuel cell engine cooling system. When the fuel cell is cold-started, the high-temperature coolant in the vacuum high insulation liquid storage tank is pumped into the fuel cell cooling system and the fuel cell stack, so that the fuel cell stack is quickly heated up, which is beneficial to the rapid cold start of the fuel cell. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0029] Figure 2 It is a partial enlarged structural schematic diagram of the vacuum insulation tank of the present invention.

[0030] In the figure:

[0031] 1. Fuel cell stack;

[0032] 2. Radiator;

[0033] 3. The first coolant pump;

[0034] 4. Thermostat;

[0035] 5. Vacuum insulation tank; 51. Liquid inlet pipe; 511. Second coolant pump; 512. First solenoid valve; 52. Liquid discharge pipe; 521. Second solenoid valve; 53. One-way exhaust pipe; 54. Upper liquid level sensor; 55. Lower liquid level sensor; 56. Vacuum pressure gauge; 57. Vacuum pump;

[0036] 6. The third solenoid valve. DETAILED DESCRIPTION

[0037] In order to make the technical problems solved by the present invention, the technical solutions adopted and the technical effects achieved clearer, the technical solutions of the present invention are further described below in conjunction with the accompanying drawings and through specific implementation methods. It is understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for the convenience of description, only the parts related to the present invention are shown in the accompanying drawings, not all.

[0038] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0039] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] Example 1

[0041] See also Figure 1-Figure 2As shown, a battery engine rapid cold start system includes a fuel cell stack 1, a radiator 2 and a first coolant pump 3; the fuel cell stack 1, the radiator 2 and the first coolant pump 3 form a large coolant circulation loop through pipelines, and also includes a thermostat 4, the thermostat 4 is arranged on the pipeline between the radiator 2 and the first coolant pump 3, and the thermostat 4 is connected to the pipeline between the fuel cell stack 1 and the radiator 2 through a pipeline, and the thermostat 4, the fuel cell stack 1 and the first coolant pump 3 form a small coolant circulation loop;

[0042] A vacuum insulation tank 5 is provided on the pipeline between the thermostat 4 and the first coolant pump 3, and a liquid inlet pipe 51 and a liquid discharge pipe 52 are respectively provided on the vacuum insulation tank 5. The ends of the liquid inlet pipe 51 and the liquid discharge pipe 52 exposed outside the vacuum insulation tank 5 are respectively connected to the pipeline between the thermostat 4 and the first coolant pump 3, and a second coolant pump 511 is provided on the exposed part of the liquid inlet pipe 51.

[0043] The vacuum insulation tank 5 is composed of two layers of sealed tank bodies, an inner layer and an outer layer, a vacuum interlayer cavity is arranged between the two layers of tank bodies, the upper end of the vacuum insulation tank 5 is connected with a one-way exhaust pipe 53, the lower end of the one-way exhaust pipe 53 is accommodated in the inner sealed tank body of the vacuum insulation tank 5, and the lower end thereof is suspended near the inner wall of the upper end of the inner sealed tank body of the vacuum insulation tank 5; the lower part of the liquid inlet pipe 51 and the lower part of the liquid discharge pipe 52 are respectively accommodated in the inner sealed tank body of the vacuum insulation tank 5, the lower end of the liquid inlet pipe 51 is suspended near the inner wall of the upper end of the inner sealed tank body of the vacuum insulation tank 5, and the lower end of the liquid discharge pipe 52 is suspended near the inner wall of the lower end of the inner sealed tank body of the vacuum insulation tank 5.

[0044] An upper liquid level sensor 54 and a lower liquid level sensor 55 are arranged on the side wall of the vacuum insulation tank 5. The upper liquid level sensor 54 and the lower liquid level sensor 55 are respectively inserted and fixed on the upper and lower parts of the side wall of the vacuum insulation tank 5. One end of the upper liquid level sensor 54 and one end of the lower liquid level sensor 55 are respectively accommodated in the inner sealed tank body of the vacuum insulation tank 5, and the other end of the upper liquid level sensor 54 and the other end of the lower liquid level sensor 55 are respectively exposed outside the outer sealed tank body of the vacuum insulation tank 5.

[0045] A vacuum pressure gauge 56 and a vacuum pump 57 are also provided on the side wall of the vacuum insulation tank 5. The detection end of the vacuum pressure gauge 56 is accommodated in the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank 5, and the display end of the vacuum pressure gauge 56 is exposed outside the outer sealed tank body of the vacuum insulation tank 5; the vacuum pump 57 is arranged outside the vacuum insulation tank 5, and the vacuum pump 57 is connected to the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank 5 through a pipeline.

[0046] A first solenoid valve 512 is disposed on the liquid inlet pipe 51 at the upper portion of the second coolant pump 511 , and a second solenoid valve 521 is disposed on the liquid discharge pipe 52 exposed at the upper end of the vacuum insulation tank 5 .

[0047] A third solenoid valve 6 is provided on one end of the pipeline between the fuel cell stack 1 and the radiator 2 close to the radiator.

[0048] The volume of the inner sealed tank body of the vacuum insulation tank 5 is 1.5 times the volume of the coolant inside the fuel cell stack 1 .

[0049] Example 2

[0050] See also Figure 1-Figure 2 As shown, a car includes a fuel cell controller and a battery engine rapid cold start system, wherein a first coolant pump 3, a second coolant pump 511, an upper liquid level sensor 54, a lower liquid level sensor 55, a vacuum pressure gauge 56, a vacuum pump 57, a first solenoid valve 512, a second solenoid valve 521 and a third solenoid valve 6 are respectively connected to the fuel cell controller wires.

[0051] Example 3

[0052] See also Figure 1-Figure 2 As shown, a battery engine cold start method is applied to the battery engine fast cold start system, including residual temperature coolant storage and fuel cell system cold start:

[0053] Residual coolant storage

[0054] S1. When the external ambient temperature is lower than 10°C, the coolant inside the fuel cell system maintains a residual temperature of 60°-70° after shutdown; at this time, under the control of the fuel cell controller, the first solenoid valve 512 is opened, and the second solenoid valve 521 and the third solenoid valve 6 are in a closed state;

[0055] S2. Under the control of the fuel cell controller, the second coolant pump 511 is started, and the first coolant pump 3 is in a closed state. Under the action of the second coolant pump 511, the coolant with residual temperature in the fuel cell stack 1 and the coolant small circulation loop connected thereto is pumped into the vacuum insulation tank 5, so that only a small amount of coolant remains in the fuel cell stack 1;

[0056] S3, when the residual coolant level in the vacuum insulation tank 5 reaches the upper liquid point, the upper liquid level sensor 54 is triggered, and the upper liquid level sensor 54 transmits a signal to the fuel cell controller, which can determine that the residual coolant in the fuel cell stack 1 has been extracted. The fuel cell controller instructs the second coolant pump 511 and the first solenoid valve 512 to close, and the residual coolant is stored in a heat preservation state;

[0057] Fuel cell system cold start

[0058] S4, step S3 The residual coolant stored in the vacuum insulation tank can maintain a temperature loss of only 3°-5° for 24 hours. Before the fuel cell system is cold-started below 10°C, under the control of the fuel cell controller, the second solenoid valve 521 is first opened; at this time, the second coolant pump 511 and the first solenoid valve 512 are both in a closed state; then the first coolant pump 3 is opened, and under the action of the first coolant pump 3, the residual coolant in the vacuum insulation tank 5 is pumped into the fuel cell stack 1. When the coolant in the vacuum insulation tank 5 reaches the lower liquid level point, the lower liquid level sensor 55 is triggered, and the lower liquid level sensor 55 transmits a signal to the fuel cell controller to control the closing of the first coolant pump 3, and then the second solenoid valve 521 is controlled to close, so that the residual coolant entering the fuel cell stack 1 transfers its stored heat to the fuel cell stack 1;

[0059] S5. Keep the residual coolant stable in the fuel cell stack 1 for about 10 seconds. After the coolant inside the fuel cell stack 1 reaches thermal equilibrium, the fuel cell system can be started according to the established cold start procedure. The first coolant pump 3 starts to operate and starts the small coolant circulation loop. With the normal operation of the fuel cell stack 1, the fuel cell stack 1 releases heat to the outside, the temperature inside the stack gradually increases, and the coolant temperature also increases accordingly. When the coolant temperature in the small coolant circulation loop is higher than 50°C, the thermostat 4 pipeline is connected, the fuel cell controller controls the third solenoid valve 6 to open, and the large coolant circulation loop is opened.

[0060] In step S2, in order to make the vacuum insulation tank 5 have excellent insulation effect, a vacuum pressure gauge 56 is installed on the vacuum insulation tank. When the vacuum pressure gauge 56 detects that the absolute pressure value in the interlayer of the vacuum insulation tank is higher than 3kPa, the vacuum pressure gauge 56 transmits a signal to the fuel cell controller, and the fuel cell controller controls to turn on the vacuum pump 57 to evacuate. When the absolute pressure value in the interlayer of the vacuum insulation tank is lower than 3kPa, the fuel cell controller controls to turn off the vacuum pump 57 to ensure that the temperature loss of the vacuum insulation tank within 24 hours is only 3°C to 5°C.

[0061] Although the present invention has been specifically shown and described in conjunction with the preferred embodiments, it should be understood by those skilled in the art that various changes may be made to the present invention in form and details without departing from the spirit and scope of the present invention as defined by the appended claims, all of which are within the scope of protection of the present invention.

Claims

1. A battery engine rapid cold start system, comprising a fuel cell stack (1), a radiator (2) and a first coolant pump (3), wherein the fuel cell stack (1), the radiator (2) and the first coolant pump (3) are connected in pairs through pipelines to form a large coolant circulation loop, and further comprising a thermostat (4), wherein the thermostat (4) is arranged on the pipeline between the radiator (2) and the first coolant pump (3), and the thermostat (4) is connected to the pipeline between the fuel cell stack (1) and the radiator (2) through a pipeline, and the thermostat (4), the fuel cell stack (1) and the first coolant pump (3) form a small coolant circulation loop, characterized in that: A vacuum insulation tank (5) is provided on the pipeline between the thermostat (4) and the first coolant pump (3), and a liquid inlet pipe (51) and a liquid discharge pipe (52) are respectively provided on the vacuum insulation tank (5), and the ends of the liquid inlet pipe (51) and the liquid discharge pipe (52) exposed outside the vacuum insulation tank (5) are respectively connected to the pipeline between the thermostat (4) and the first coolant pump (3), and a second coolant pump (511) is provided on the exposed part of the liquid inlet pipe (51).

2. A battery engine rapid cold start system according to claim 1, characterized in that: The vacuum insulation tank (5) is composed of two layers of sealed tank bodies, an inner layer and an outer layer, a vacuum interlayer cavity is provided between the two layers of tank bodies, the upper end of the vacuum insulation tank (5) is connected with a one-way exhaust pipe (53), the lower end of the one-way exhaust pipe (53) is accommodated in the inner layer of the sealed tank body of the vacuum insulation tank (5), and the lower end of the one-way exhaust pipe (53) is suspended near the inner wall of the upper end of the inner layer of the sealed tank body of the vacuum insulation tank (5); the lower part of the liquid inlet pipe (51) and the lower part of the liquid discharge pipe (52) are respectively accommodated in the inner layer of the sealed tank body of the vacuum insulation tank (5), the lower end of the liquid inlet pipe (51) is suspended near the inner wall of the upper end of the inner layer of the sealed tank body of the vacuum insulation tank (5), and the lower end of the liquid discharge pipe (52) is suspended near the inner wall of the lower end of the inner layer of the sealed tank body of the vacuum insulation tank (5).

3. A battery engine rapid cold start system according to claim 2, characterized in that: An upper liquid level sensor (54) and a lower liquid level sensor (55) are arranged on the side wall of the vacuum insulation tank (5); the upper liquid level sensor (54) and the lower liquid level sensor (55) are respectively inserted and fixed on the upper part and the lower part of the side wall of the vacuum insulation tank (5); one end of the upper liquid level sensor (54) and one end of the lower liquid level sensor (55) are respectively accommodated in the inner sealed tank body of the vacuum insulation tank (5); the other end of the upper liquid level sensor (54) and the other end of the lower liquid level sensor (55) are respectively exposed outside the outer sealed tank body of the vacuum insulation tank (5).

4. A battery engine rapid cold start system according to claim 3, characterized in that: A vacuum pressure gauge (56) and a vacuum pump (57) are also provided on the side wall of the vacuum insulation tank (5); the detection end of the vacuum pressure gauge (56) is accommodated in the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank (5); the display end of the vacuum pressure gauge (56) is exposed outside the outer sealed tank body of the vacuum insulation tank (5); the vacuum pump (57) is arranged outside the vacuum insulation tank (5), and the vacuum pump (57) is connected to the vacuum interlayer cavity between the inner and outer sealed tank bodies of the vacuum insulation tank (5) through a pipeline.

5. A battery engine rapid cold start system according to claim 4, characterized in that: A first solenoid valve (512) is provided on the liquid inlet pipe (51) at the upper part of the second coolant pump (511), and a second solenoid valve (521) is provided on the liquid discharge pipe (52) exposed at the upper end of the vacuum insulation tank (5).

6. A battery engine rapid cold start system according to claim 5, characterized in that: A third solenoid valve (6) is provided on one end of the pipeline between the fuel cell stack (1) and the radiator (2) close to the radiator.

7. A battery engine rapid cold start system according to claim 6, characterized in that: The volume of the inner sealed tank body of the vacuum insulation tank (5) is 1.1-2 times the volume of the coolant inside the fuel cell stack (1).

8. A car, characterized in that: The invention comprises a fuel cell controller and a battery engine rapid cold start system, wherein a first coolant pump (3), a second coolant pump (511), an upper liquid level sensor (54), a lower liquid level sensor (55), a vacuum pressure gauge (56), a vacuum pump (57), a first solenoid valve (512), a second solenoid valve (521) and a third solenoid valve (6) are respectively connected to the fuel cell controller wires.

9. A battery engine cold starting method, applied to a vehicle as claimed in claim 9, characterized in that: Including residual coolant storage and fuel cell system cold start: Residual coolant storage S1. After the fuel cell system is shut down, the coolant inside it maintains residual temperature; at this time, under the control of the fuel cell controller, the first solenoid valve (512) is opened, and at this time, the second solenoid valve (521) and the third solenoid valve (6) are in a closed state; S2. Under the control of the fuel cell controller, the second coolant pump (511) is started, the first coolant pump (3) is in a closed state, and under the action of the second coolant pump (511), the coolant with residual temperature in the fuel cell stack (1) and the connected coolant small circulation loop is pumped into the vacuum insulation tank (5), so that only a small amount of coolant remains in the fuel cell stack (1); S3, when the liquid level of the residual heat coolant in the vacuum insulation tank (5) reaches the upper liquid point, the upper liquid level sensor (54) is triggered, and the upper liquid level sensor (54) transmits a signal to the fuel cell controller, so that it can be determined that the residual heat coolant in the fuel cell stack (1) has been completely extracted, and the fuel cell controller instructs the second coolant pump (511) and the first solenoid valve (512) to be closed, thereby completing the thermal insulation storage of the residual heat coolant; Fuel cell system cold start S4. Before the fuel cell system is cold-started at a temperature below 10°C, under the control of the fuel cell controller, the second solenoid valve (521) is first opened; at this time, the second coolant pump (511) and the first solenoid valve (512) are both in a closed state; then the first coolant pump (3) is opened, and under the action of the first coolant pump (3), the residual coolant in the vacuum insulation tank (5) is pumped into the fuel cell stack (1), and when the coolant in the vacuum insulation tank (5) reaches the lower liquid level point, the lower liquid level sensor (55) is triggered, and the lower liquid level sensor (55) transmits a signal to the fuel cell controller, which controls the first coolant pump (3) to be closed, and then controls the second solenoid valve (521) to be closed, so that the residual coolant entering the fuel cell stack (1) transfers its stored heat to the fuel cell stack (1); S5. Keep the residual coolant in the fuel cell stack (1) stable for about 10 seconds. After the coolant inside the fuel cell stack (1) reaches thermal equilibrium, the fuel cell system can be started according to the established cold start procedure. The first coolant pump (3) then starts to operate, starting the small coolant circulation loop. As the fuel cell stack (1) operates normally, the fuel cell stack (1) releases heat to the outside, the temperature inside the stack gradually increases, and the coolant temperature also increases accordingly. When the coolant temperature in the small coolant circulation loop is higher than 50° C., the thermostat (4) pipeline is connected, the fuel cell controller controls the third solenoid valve (6) to open, and the large coolant circulation loop is opened.

10. A battery engine cold starting method according to claim 9, characterized in that: In step S2, in order to make the vacuum insulation tank (5) have an excellent insulation effect, a vacuum pressure gauge (56) is installed on the vacuum insulation tank. When the vacuum pressure gauge (56) detects that the absolute pressure value in the interlayer of the vacuum insulation tank is higher than 3 kPa, the vacuum pressure gauge (56) transmits a signal to the fuel cell controller, and the fuel cell controller controls the opening of the vacuum pump (57) to evacuate the vacuum. When the absolute pressure value in the interlayer of the vacuum insulation tank is lower than 3 kPa, the fuel cell controller controls the closing of the vacuum pump (57).

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