Thermal management system of hydrogen hybrid power locomotive

Abstract

The invention discloses a hydrogen hybrid power locomotive thermal management system which comprises a hydrogen fuel cell thermal management system, a power cell thermal management system and an intermediate heat exchange device, the intermediate heat exchange device comprises a fuel cell cooling liquid flow channel and a power cell cooling liquid flow channel, the fuel cell cooling liquid flow channel is communicated with a fuel cell cooling liquid circulation loop, and the power cell cooling liquid flow channel is communicated with a power cell cooling liquid circulation loop. The power battery cooling liquid flow channel is communicated with the power battery cooling liquid circulation loop. When the fuel cell stack is in a low-temperature environment, the power cell operates normally and the hydrogen power fuel cell is started, the fuel cell stack needs to be heated, the cooling liquid in the power cell cooling liquid flow channel can heat the cooling liquid in the fuel cell cooling liquid flow channel at the moment, and the heated cooling liquid can heat the fuel cell stack. The cooling liquid of the fuel cell cooling liquid circulation loop is heated by utilizing the heat of the power cell, so that the cold start effect of the hydrogen fuel cell can be effectively improved, and the energy utilization rate can also be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power locomotives, and in particular to a thermal management system for a hydrogen hybrid power locomotive. Background Art

[0002] The power sources of hydrogen hybrid locomotives include hydrogen fuel cells and power batteries. The traditional hydrogen fuel cell thermal management system is relatively independent of the power battery thermal management system. For high-power hydrogen fuel cells and power batteries used in locomotives, it is necessary to control their components to operate within a certain temperature range through the thermal management system to ensure the safety and reliability of the system.

[0003] Hydrogen fuel cells have the problem of long start-up time or even difficulty in starting under low temperature conditions. Therefore, how to improve the cold start performance of hydrogen fuel cells under low temperature conditions and increase energy utilization is a technical problem that technical personnel in this field currently need to solve. Summary of the invention

[0004] The purpose of the present invention is to provide a hydrogen hybrid locomotive thermal management system that can utilize the heat of the power battery to heat the coolant in the cooling cycle of the hydrogen fuel cell, so as to effectively improve the cold start performance of the hydrogen fuel cell and improve energy utilization.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A hydrogen hybrid locomotive thermal management system comprises: a hydrogen fuel cell thermal management system, a power battery thermal management system and an intermediate heat exchange device, wherein the hydrogen fuel cell thermal management system comprises a fuel cell coolant circulation loop, the power battery thermal management system comprises a power battery coolant circulation loop, the intermediate heat exchange device comprises a fuel cell coolant flow channel and a power battery coolant flow channel, the fuel cell coolant flow channel is connected to the fuel cell coolant circulation loop, the power battery coolant flow channel is connected to the power battery coolant circulation loop, and the coolant in the power battery coolant flow channel is used to heat the coolant in the fuel cell coolant flow channel.

[0007] In some embodiments, the fuel cell coolant circulation loop includes a first water pump, a first electronic three-way valve and a first radiator connected in sequence, one outlet of the first electronic three-way valve is connected to the first radiator, and the other outlet is connected to a coolant heating branch, and the coolant heating branch is connected in parallel with the first radiator.

[0008] In some embodiments, the fuel cell coolant flow channel of the intermediate heat exchange device is connected to the coolant heating branch.

[0009] In some embodiments, the fuel cell coolant flow channel of the intermediate heat exchange device is connected to the flow path between the first water pump outlet and the inlet of the first electronic three-way valve.

[0010] In some embodiments, an electric heater is provided on the coolant heating branch.

[0011] In some embodiments, the power battery coolant circulation loop includes a second water pump, a second electronic three-way valve, and a second radiator connected in sequence, one outlet of the second electronic three-way valve is connected to the inlet of the second radiator, and the other outlet is connected to the power battery coolant flow channel of the intermediate heat exchange device, and the outlet of the power battery coolant flow channel is connected to the inlet of the second radiator.

[0012] In some embodiments, the hydrogen hybrid locomotive thermal management system also includes a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor and a pressure sensor, wherein the first temperature sensor is used to detect the outlet coolant temperature of the fuel cell stack, the second temperature sensor is used to detect the inlet coolant temperature of the fuel cell stack, the third temperature sensor is used to detect the outlet coolant temperature of the power battery, the fourth temperature sensor is used to detect the inlet coolant temperature of the power battery, and the pressure sensor is used to detect the inlet coolant pressure of the fuel cell stack.

[0013] In some embodiments, the hydrogen hybrid locomotive thermal management system further includes an intercooler connected in parallel with the fuel cell stack, and the intercooler is used to cool the high-temperature and high-pressure gas output by the fuel cell air compressor.

[0014] In some embodiments, the inlet end of the first water pump is connected to a first water tank, and the inlet end of the second water pump is connected to a second water tank.

[0015] In some embodiments, a first filter is provided on the water inlet flow path of the first water pump, and a second filter is provided on the water inlet flow path of the second water pump.

[0016] Compared with the prior art, the above technical solution has the following advantages:

[0017] A hydrogen hybrid locomotive thermal management system provided by the present invention comprises: a hydrogen fuel cell thermal management system, a power battery thermal management system and an intermediate heat exchange device, wherein the intermediate heat exchange device comprises a fuel cell coolant flow channel and a power battery coolant flow channel, wherein the fuel cell coolant flow channel is connected to the fuel cell coolant circulation loop, and the power battery coolant flow channel is connected to the power battery coolant circulation loop. When the hydrogen hybrid locomotive is in a low temperature environment, the power battery operates normally at this time, and when the hydrogen-powered fuel cell is started, the fuel cell stack needs to be heated, and the coolant in the power battery coolant flow channel can heat the coolant in the fuel cell coolant flow channel, and the heated coolant can heat the fuel cell stack when entering the fuel cell stack. By utilizing the heat of the power battery to heat the coolant in the fuel cell coolant circulation loop, the cold start effect of the hydrogen fuel cell can be effectively improved, and the energy utilization rate can also be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0019] Figure 1 A schematic diagram of a thermal management system for a hydrogen hybrid locomotive provided in a specific embodiment of the present invention;

[0020] Figure 2 A schematic diagram of a thermal management system for a hydrogen hybrid locomotive provided in another specific embodiment of the present invention.

[0021] The reference numerals are as follows:

[0022] 100-hydrogen fuel cell thermal management system, 101-fuel cell stack, 102-first temperature sensor, 103-first filter, 104-first water tank, 105-first water pump, 106-first electronic three-way valve, 107-first radiator, 108-electric heater, 109-pressure sensor, 110-second temperature sensor, 111-intercooler;

[0023] 200 - power battery thermal management system, 201 - power battery, 202 - third temperature sensor, 203 - second water tank, 204 - second water pump, 205 - second electronic three-way valve, 206 - second radiator, 207 - fourth temperature sensor;

[0024] 300-Intermediate heat exchange device. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] Please refer to Figure 1 and Figure 2 , a hydrogen hybrid locomotive thermal management system provided by an embodiment of the present invention includes: a hydrogen fuel cell thermal management system 100, a power battery thermal management system 200 and an intermediate heat exchange device 300. The hydrogen fuel cell thermal management system 100 includes a fuel cell coolant circulation loop. Under normal operating conditions of the hydrogen fuel cell, a part of the chemical energy inside the fuel cell stack 101 is converted into thermal energy, causing the temperature of the fuel cell stack 101 to rise. At this time, the outlet of the fuel cell stack 101 is high-temperature coolant, which will be cooled through the fuel cell coolant circulation loop, and the cooled coolant will re-enter the fuel cell for cooling. The power battery thermal management system 200 includes a power battery coolant circulation loop. Under normal operating conditions, the power battery 201 will generate a lot of heat, and the high-temperature coolant will be cooled through the power battery coolant circulation loop. The cooled coolant will re-enter the power battery 201 to cool the battery. The intermediate heat exchange device 300 can be a liquid-liquid heat exchanger in different forms, such as a plate heat exchanger, a shell-and-tube heat exchanger, or a shell-and-tube heat exchanger, but all of them include a fuel cell coolant flow channel and a power battery coolant flow channel. The fuel cell coolant flow channel is connected to the fuel cell coolant circulation loop, and the power battery coolant flow channel is connected to the power battery coolant circulation loop. When the hydrogen hybrid locomotive is in a low temperature environment, such as minus 30°C or even lower, the power battery 201 operates normally to power the locomotive. When the fuel cell stack 101 is started, the fuel cell stack 101 needs to be heated. At this time, the coolant in the power battery coolant flow channel can heat the coolant in the fuel cell coolant flow channel. When the heated coolant enters the fuel cell stack 101, it can heat the fuel cell stack 101. By using the heat of the power battery 201 to heat the coolant in the fuel cell coolant circulation loop, the cold start effect of the fuel cell stack 101 can be effectively improved, and the energy utilization rate can also be improved. When the hydrogen hybrid locomotive is running, the power battery 201 is used as the power source, and the fuel cell stack 101 is used as a power generation system to charge the power battery 201. Under high-power operating conditions, the power battery 201 and the fuel cell stack 101 are energy sources.

[0027] In some embodiments, Figure 1 and Figure 2As shown, the fuel cell coolant circulation loop includes a first water pump 105, a first electronic three-way valve 106 and a first radiator 107 which are connected in sequence, the inlet of the first water pump 105 is connected to the coolant outlet of the fuel cell stack 101, the outlet of the first radiator 107 is connected to the coolant inlet of the fuel cell stack 101, one outlet of the first electronic three-way valve 106 is connected to the first radiator 107, and the other outlet is connected to a coolant heating branch, and the coolant heating branch is connected in parallel with the first radiator 107. During normal operation of the fuel cell stack 101, the coolant can be dissipated through the first radiator 107 to ensure that the fuel cell stack 101 operates at a normal operating temperature.

[0028] In some embodiments, Figure 1 As shown, the fuel cell coolant flow channel of the intermediate heat exchange device 300 is connected to the coolant heating branch. When the fuel cell stack 101 is operating normally, the flow path connected to the coolant heating branch by the first electronic three-way valve 106 is disconnected, and the high-temperature coolant is dissipated through the first radiator 107; when the fuel cell stack 101 needs to be cold-started, the flow path connected to the first radiator 107 by the first electronic three-way valve 106 is disconnected, and the first electronic three-way valve 106 is connected to the flow path of the coolant heating branch. At this time, the coolant passes through the coolant heating branch, and after heat exchange through the intermediate heat exchange device 300, the coolant is heated, and finally the heated coolant heats the fuel cell stack 101 until the start-up temperature is reached.

[0029] In some embodiments, Figure 2 As shown, the fuel cell coolant flow channel of the intermediate heat exchange device 300 is connected to the flow path between the outlet of the first water pump 105 and the inlet of the first electronic three-way valve 106. When the fuel cell stack 101 is operating normally, the power battery coolant flow channel of the intermediate heat exchange device 300 is in a closed state, that is, the coolant in the power battery coolant circulation loop will not pass through the intermediate heat exchange device 300. At this time, the fuel cell coolant flow channel only serves the purpose of conveying coolant, and does not serve the purpose of heating coolant. When the fuel cell stack 101 needs to be cold-started, the high-temperature coolant in the power battery coolant circulation loop can flow through the intermediate heat exchange device 300, and the low-temperature coolant in the fuel cell coolant flow channel can be heated at this time. The heated coolant can flow to the cold zone liquid inlet of the fuel cell stack 101 through the coolant heating branch.

[0030] In some embodiments, an electric heater 108 is provided on the coolant heating branch. When an intermediate heat exchange device 300 is provided on the coolant heating branch, the electric heater 108 is connected to the outlet flow path of the fuel cell coolant flow channel of the intermediate heat exchange device 300; when there is no intermediate heat exchange device 300 on the coolant heating branch, the electric heater 108 is provided on an outlet flow path of the first electronic three-way valve 106. When the heating power of the intermediate heat exchange device 300 is insufficient, the electric heater 108 can be started for heating to increase the temperature rise speed of the coolant, thereby achieving the purpose of rapid startup.

[0031] In some embodiments, Figure 1 and Figure 2 As shown, the power battery coolant circulation loop includes a second water pump 204, a second electronic three-way valve 205 and a second radiator 206 which are connected in sequence. The inlet of the second water pump 204 is connected to the coolant outlet of the power battery 201, the outlet of the second radiator 206 is connected to the coolant inlet of the power battery 201, one outlet of the second electronic three-way valve 205 is connected to the inlet of the second radiator 206, and the other outlet is connected to the power battery coolant flow channel of the intermediate heat exchange device 300, and the outlet of the power battery coolant flow channel is connected to the inlet of the second radiator 206. When the fuel cell stack 101 is in normal operation, the flow path between the second electronic three-way valve 205 and the intermediate heat exchange device 300 is disconnected, and the coolant will dissipate heat through the second radiator 206 to ensure the normal operating temperature of the power battery 201; when the fuel cell stack 101 needs to be cold-started, the flow path between the second electronic three-way valve 205 and the second radiator 206 is disconnected, and the flow path between the second electronic three-way valve 205 and the intermediate heat exchange device 300 is opened. At this time, the high-temperature coolant flowing out of the power battery 201 passes through the second electronic three-way valve 205 under the action of the second water pump 204 and flows through the power battery coolant flow channel of the intermediate heat exchange device 300 to heat the low-temperature coolant in the fuel cell coolant flow channel in the intermediate heat exchange device 300, and the coolant in the power battery coolant flow channel after heat exchange is dissipated through the second radiator 206. Among them, through the coordinated use of the first electronic three-way valve 106 and the second electronic three-way valve 205, the flow distribution can be performed according to the actual situation to ensure the reliability of the system.

[0032] In some embodiments, Figure 1 and Figure 2As shown, the thermal management system of the hydrogen hybrid locomotive further includes a first temperature sensor 102, a second temperature sensor 110, a third temperature sensor 202, a fourth temperature sensor 207 and a pressure sensor 109. The first temperature sensor 102 is connected to the outlet of the fuel cell stack 101 to detect the outlet coolant temperature of the fuel cell stack 101; the second temperature sensor 110 is connected to the inlet of the fuel cell stack 101 to detect the inlet coolant temperature of the fuel cell stack 101; the third temperature sensor 202 is connected to the outlet of the power battery 201 to detect the outlet coolant temperature of the power battery 201; the fourth temperature sensor 207 is connected to the inlet of the power battery 201 to detect the inlet coolant temperature of the power battery 201, and the pressure sensor 109 is connected to the inlet flow path of the fuel cell stack 101 to detect the inlet coolant pressure of the fuel cell stack 101. When the temperature detected by each of the above temperature sensors is not within the preset temperature range, an alarm signal is issued, and when the pressure detected by the pressure sensor 109 is not within the preset pressure range, an alarm signal is issued.

[0033] In some embodiments, Figure 1 and Figure 2 As shown, the thermal management system of the hydrogen hybrid locomotive also includes an intercooler 111 connected in parallel with the fuel cell stack 101. The intercooler 111 is used to cool the high-temperature and high-pressure gas output by the fuel cell air compressor to prevent the air temperature entering the fuel cell stack 101 from being too high. The coolant after passing through the intercooler 111 merges with the coolant at the outlet of the fuel cell stack 101 and finally enters the first water pump 105.

[0034] In some embodiments, the inlet end of the first water pump 105 is connected to the first water tank 104, which is used to replenish the coolant in the fuel cell coolant circulation loop to maintain the system pressure, and the inlet end of the second water pump 204 is connected to the second water tank 203, which is used to replenish the coolant in the power battery coolant circulation loop to maintain the system pressure. The first filter 103 is provided on the water inlet flow path of the first water pump 105, and the second filter is provided on the water inlet flow path of the second water pump 204. The first filter 103 and the second filter are used to filter impurities in the circulation loop.

[0035] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0036] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0037] The above is a detailed introduction to a hydrogen hybrid locomotive thermal management system provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the core idea of ​​the present invention. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, the present invention can also be improved and modified in a number of ways, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A thermal management system for a hydrogen hybrid locomotive, characterized in that: include: A hydrogen fuel cell thermal management system (100), a power battery thermal management system (200) and an intermediate heat exchange device (300), wherein the hydrogen fuel cell thermal management system (100) comprises a fuel cell coolant circulation loop, the power battery thermal management system (200) comprises a power battery coolant circulation loop, the intermediate heat exchange device (300) comprises a fuel cell coolant flow channel and a power battery coolant flow channel, the fuel cell coolant flow channel is connected to the fuel cell coolant circulation loop, the power battery coolant flow channel is connected to the power battery coolant circulation loop, and the coolant in the power battery coolant flow channel is used to heat the coolant in the fuel cell coolant flow channel.

2. The hydrogen hybrid locomotive thermal management system according to claim 1, characterized in that: The fuel cell coolant circulation loop comprises a first water pump (105), a first electronic three-way valve (106) and a first radiator (107) which are connected in sequence, one outlet of the first electronic three-way valve (106) is connected to the first radiator (107), and the other outlet is connected to a coolant heating branch, and the coolant heating branch is connected in parallel with the first radiator (107).

3. The hydrogen hybrid locomotive thermal management system according to claim 2, characterized in that: The fuel cell coolant flow channel of the intermediate heat exchange device (300) is connected to the coolant heating branch.

4. The hydrogen hybrid locomotive thermal management system according to claim 2, characterized in that: The fuel cell coolant flow channel of the intermediate heat exchange device (300) is connected to the flow path between the outlet of the first water pump (105) and the inlet of the first electronic three-way valve (106).

5. The hydrogen hybrid locomotive thermal management system according to claim 2, characterized in that: An electric heater (108) is provided on the coolant heating branch.

6. The hydrogen hybrid locomotive thermal management system according to claim 2, characterized in that: The power battery coolant circulation loop comprises a second water pump (204), a second electronic three-way valve (205) and a second radiator (206) which are connected in sequence, one outlet of the second electronic three-way valve (205) is connected to an inlet of the second radiator (206), and the other outlet is connected to the power battery coolant flow channel of the intermediate heat exchange device (300), and the outlet of the power battery coolant flow channel is connected to the inlet of the second radiator (206).

7. The hydrogen hybrid locomotive thermal management system according to claim 1, characterized in that: The hydrogen hybrid locomotive thermal management system further comprises a first temperature sensor (102), a second temperature sensor (110), a third temperature sensor (202), a fourth temperature sensor (207) and a pressure sensor (109); the first temperature sensor (102) is used to detect the outlet coolant temperature of the fuel cell stack (101); the second temperature sensor (110) is used to detect the inlet coolant temperature of the fuel cell stack (101); the third temperature sensor (202) is used to detect the outlet coolant temperature of the power battery (201); the fourth temperature sensor (207) is used to detect the inlet coolant temperature of the power battery (201); and the pressure sensor (109) is used to detect the inlet coolant pressure of the fuel cell stack (101).

8. The hydrogen hybrid locomotive thermal management system according to claim 7, characterized in that: The hydrogen hybrid locomotive thermal management system further comprises an intercooler (111) connected in parallel with the fuel cell stack (101), the intercooler (111) being used to cool the high-temperature and high-pressure gas output by the fuel cell air compressor.

9. The hydrogen hybrid locomotive thermal management system according to claim 6, characterized in that: The inlet end of the first water pump (105) is connected to the first water tank (104), and the inlet end of the second water pump (204) is connected to the second water tank (203).

10. The hydrogen hybrid locomotive thermal management system according to claim 6, characterized in that: A first filter (103) is provided on the water inlet flow path of the first water pump (105), and a second filter is provided on the water inlet flow path of the second water pump (204).

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