Fuel cell vehicle thermal management device and fuel cell vehicle

Abstract

The invention relates to the field of new energy vehicles, and discloses a fuel cell vehicle thermal management device and a fuel cell vehicle, and the fuel cell vehicle thermal management device comprises a first temperature control loop provided with a fuel cell; the second temperature control loop is provided with an electric drive module; the third temperature control loop is provided with a warm air core body and a heater; the fourth temperature control loop is provided with a battery pack and a heat exchanger, and the fourth temperature control loop flows through a first heat exchange pipeline in the heat exchanger; the first temperature control loop is provided with a first branch and a second branch and can be connected with the third temperature control loop through the first branch, the first temperature control loop can be connected with the fourth temperature control loop through the second branch, and the second temperature control loop is provided with a third branch and can be connected with the third temperature control loop through the third branch. The third temperature control loop is provided with a fourth branch, and the fourth branch can flow through a second heat exchange pipeline in the heat exchanger. According to the fuel cell vehicle heat management device and the fuel cell vehicle, waste heat of the electric pile system, the electric drive system, the battery system and the air conditioner system can be fully utilized.

Description

Technical Field

[0001] The present application belongs to the field of new energy vehicles, and specifically relates to a thermal management device for a fuel cell vehicle and a fuel cell vehicle. Background Art

[0002] At present, all major automobile manufacturers are making layouts in the new energy sector and vigorously developing new energy products. A well-designed thermal management system plays a very important role in the vehicle design process. A reasonable thermal management system can keep the temperature of the whole vehicle in a suitable temperature range, and at the same time can efficiently distribute and utilize the energy of the whole vehicle to improve the vehicle's endurance. At present, in the automotive field, most manufacturers of hydrogen fuel cell vehicles have developed automotive thermal management systems that are basically independently distributed for heat dissipation, that is, using a distributed thermal management system for heat dissipation, so that the energy of each subsystem cannot be fully utilized, especially the residual heat of high-energy-consuming components such as motors and electronic controls, resulting in energy waste. Summary of the invention

[0003] The purpose of this application is to provide a fuel cell vehicle thermal management device and a fuel cell vehicle, which can fully utilize the waste heat of the battery stack system, electric drive system, battery system and air-conditioning system.

[0004] In order to achieve the above-mentioned object, the present application provides a fuel cell vehicle thermal management device on one hand, the fuel cell vehicle thermal management device comprising: A first temperature control circuit is provided with a fuel cell; The second temperature control circuit is provided with an electric drive module; The third temperature control circuit is provided with a warm air core and a heater for heating the cab; a fourth temperature control loop, provided with a battery pack and a heat exchanger, wherein the fourth temperature control loop flows through a first heat exchange pipeline in the heat exchanger; Among them, the pipe section of the first temperature control loop located downstream of the fuel cell is provided with a first branch and a second branch, the first temperature control loop can be connected to the third temperature control loop through the first branch, the first temperature control loop can be connected to the fourth temperature control loop through the second branch, the pipe section of the second temperature control loop located downstream of the electric drive module is provided with a third branch, the second temperature control loop can be connected to the third temperature control loop through the third branch, the third temperature control loop is provided with a fourth branch, and the fourth branch can flow through the second heat exchange pipeline in the heat exchanger.

[0005] In some specific embodiments, the fuel cell vehicle thermal management device may further include an air conditioning refrigeration circuit, which is used to cool the cab and includes a condenser and an evaporator, wherein: The condenser and the radiator of the first temperature control circuit share a cooling fan; and / or, The evaporator and the heater core share a fan; and / or, The air conditioning refrigeration circuit is also used to cool the battery pack and includes a battery cooling air duct blowing from the evaporator to the battery pack.

[0006] In some specific embodiments, the fuel cell vehicle thermal management device further includes: heat sink; The fifth temperature control loop can flow through the third heat exchange pipeline in the heat exchanger, and the first temperature control loop, the second temperature control loop and the fifth temperature control loop all flow through the radiator.

[0007] In some specific embodiments, the fuel cell vehicle thermal management device includes: The third multi-way valve is arranged on the first temperature control circuit, the valve port a of the third multi-way valve is connected to the liquid outlet of the radiator, the radiator, the valve port a of the third multi-way valve, the valve port c of the third multi-way valve and the fuel cell are connected in sequence in the first temperature control circuit, the radiator, the valve port a of the third multi-way valve, the valve port b of the third multi-way valve and the electric drive module are connected in sequence in the second temperature control circuit, the valve port b of the third multi-way valve is connected to the liquid inlet of the third heat exchange pipeline, and the liquid outlet of the third heat exchange pipeline is connected to the liquid inlet of the radiator.

[0008] In some specific embodiments, the fuel cell vehicle thermal management device further includes: A second multi-way valve is arranged on the first temperature control circuit, wherein the valve port a of the second multi-way valve is connected to the liquid inlet of the radiator, the valve port c of the second multi-way valve is connected to the liquid outlet of the fuel cell, the liquid inlet of the first branch is connected to the valve port b of the second multi-way valve, and the liquid inlet of the second branch is connected to the valve port d of the second multi-way valve.

[0009] In some specific embodiments, the fuel cell vehicle thermal management device further includes: a fourth multi-way valve, arranged on the second temperature control circuit, wherein the valve port b of the fourth multi-way valve is connected to the liquid outlet of the electric drive module, the valve port c of the fourth multi-way valve is connected to the liquid inlet of the radiator, the liquid inlet of the third branch is connected to the valve port a of the fourth multi-way valve, and the first branch flows from the valve port b of the second multi-way valve through the valve port d of the fourth multi-way valve, the valve port a of the fourth multi-way valve and the third branch in sequence; The first multi-way valve is arranged on the second temperature control circuit, the b valve port of the first multi-way valve is connected to the liquid inlet of the radiator, and the c valve port of the fourth multi-way valve is connected to the liquid inlet of the radiator through the c valve port and the b valve port of the first multi-way valve.

[0010] In some specific embodiments, the fuel cell vehicle thermal management device further includes: The seventh multi-way valve is arranged on the second temperature control circuit, the b valve port of the third multi-way valve is connected to the electric drive module through the c valve port and the a valve port of the seventh multi-way valve, and the fifth temperature control circuit flows through the a valve port and the b valve port of the third multi-way valve, the c valve port and the b valve port of the seventh multi-way valve, the third heat exchange pipeline, and the a valve port and the b valve port of the first multi-way valve in sequence.

[0011] In some specific embodiments, the third multi-way valve is a four-way valve; and / or, The seventh multi-way valve is a three-way valve.

[0012] In some specific embodiments, the thermal management device of the fuel cell vehicle also includes a fifth multi-way valve and an eighth multi-way valve arranged on the third temperature control circuit, the liquid outlet of the heater core, the b valve port of the fifth multi-way valve, the d valve port of the fifth multi-way valve, the b valve port of the eighth multi-way valve, the a valve port of the eighth multi-way valve and the liquid inlet of the heater are connected in sequence, the liquid inlet of the fourth branch is connected to the c valve port of the fifth multi-way valve, the liquid outlet of the fourth branch is connected to the c valve port of the eighth multi-way valve, and the a valve port of the fifth multi-way valve is connected to the liquid outlet of the radiator.

[0013] In some specific embodiments, the thermal management device of the fuel cell vehicle also includes a ninth multi-way valve, a tenth multi-way valve and a sixth multi-way valve, the ninth multi-way valve and the tenth multi-way valve are arranged on the fourth temperature control circuit, the liquid inlet of the first heat exchange pipeline, the c valve port of the tenth multi-way valve, the b valve port of the tenth multi-way valve, the battery pack, the c valve port of the ninth multi-way valve, the b valve port of the ninth multi-way valve and the liquid outlet of the first heat exchange pipeline are connected in sequence, the a valve port of the ninth multi-way valve is connected to the d valve port of the second multi-way valve, the a valve port of the fifth multi-way valve is connected to the d valve port of the sixth multi-way valve, the a valve port of the sixth multi-way valve is connected to the liquid outlet of the radiator, the a valve port of the tenth multi-way valve is connected to the c valve port of the sixth multi-way valve, and the b valve port of the sixth multi-way valve is connected to the a valve port of the first multi-way valve.

[0014] In some specific embodiments, the fuel cell vehicle thermal management device further includes a first water pump, a second water pump, a third water pump, a fourth water pump and a fifth water pump, the first water pump is arranged in the first temperature control loop, the second water pump is arranged in the second temperature control loop, the third water pump is arranged in the third temperature control loop, the fourth water pump is arranged in the fifth temperature control loop, and the fifth water pump is arranged in the fourth temperature control loop; and / or, The electric drive module includes an all-in-one, OBC, electronic control, DCDC and motor; and / or, One or more of the first multi-way valve, the second multi-way valve, the fourth multi-way valve, the fifth multi-way valve and the sixth multi-way valve is a four-way valve; and / or, One or more of the eighth multi-way valve, the ninth multi-way valve and the tenth multi-way valve is a three-way valve.

[0015] In some specific embodiments, the fuel cell vehicle thermal management device further includes: A battery pack heating element, used to heat the battery pack; and / or, The fuel cell stack heating element is used to heat the fuel cell stack.

[0016] A second aspect of the present application provides a fuel cell vehicle, which includes the above-mentioned fuel cell vehicle thermal management device.

[0017] Through the above technical solution, a first branch is set to connect the first temperature control loop and the third temperature control loop, and a second branch is set to connect the first temperature control loop and the fourth temperature control loop. The fuel cell system can be heated synergistically with the air conditioning heating and the battery system, respectively, which can improve the heat utilization efficiency between the fuel cell system and the air conditioning heating and the battery system. In addition, a third branch is set to connect the second temperature control loop and the third temperature control loop, and a fourth branch is set to connect the third temperature control loop and the second heat exchange pipeline in the heat exchanger. The waste heat of the electric drive system can heat the air conditioning heating and the battery system, and the air conditioning system and the battery system can be heated synergistically, which can improve the heat utilization efficiency between the electric drive system, the air conditioning heating and the battery system. In this way, the fuel cell stack system, the electric drive system, the battery system and the air conditioning system are integrated, and the system energy can be reasonably allocated according to the needs of different working conditions, so as to maximize the system energy utilization and reduce the energy consumption of the whole vehicle.

[0018] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without creative work. In the drawings: Figure 1 A schematic structural diagram of a fuel cell vehicle thermal management device according to a specific embodiment of the present application is shown; Figure 2 for Figure 1A schematic structural diagram of a first thermal management mode of a thermal management device for a fuel cell vehicle; Figure 3 for Figure 1 A schematic structural diagram of a second thermal management mode of a thermal management device for a fuel cell vehicle; Figure 4 for Figure 1 A schematic structural diagram of a third thermal management mode of a thermal management device for a fuel cell vehicle; Figure 5 for Figure 1 A schematic structural diagram of a fourth thermal management mode of a thermal management device for a fuel cell vehicle; Figure 6 for Figure 1 A schematic structural diagram of a fifth thermal management mode of a thermal management device for a fuel cell vehicle; Figure 7 for Figure 1 A schematic structural diagram of a sixth thermal management mode of a thermal management device for a fuel cell vehicle; Figure 8 for Figure 1 A schematic structural diagram of a seventh thermal management mode of a thermal management device for a fuel cell vehicle; Fig. 9 for Figure 1 A schematic structural diagram of an eighth thermal management mode of a thermal management device for a fuel cell vehicle; Fig.10 for Figure 1 A schematic structural diagram of a ninth thermal management mode of a thermal management device for a fuel cell vehicle; Fig.11 for Figure 1 A schematic structural diagram of the tenth thermal management mode of a thermal management device for a fuel cell vehicle.

[0020] Description of Reference Numerals 100 first temperature control circuit; 101 fuel cell; 102 first branch road; 103 second branch road; 104 radiator; 105 cooling fan; 106 a third multi-way valve; 107 a second multi-way valve; 108 first water pump; 200 second temperature control circuit; 201 electric drive module; 202 third branch; 203 fourth multi-way valve; 204 first multi-way valve; 205 seventh multi-way valve; 206 second water pump; 300 third temperature control circuit; 301 warm air core; 302 heater; 303 fourth branch; 304 fan; 305 fifth multi-way valve; 306 eighth multi-way valve; 307 third water pump; 400 fourth temperature control circuit; 401 battery pack; 402 heat exchanger; 403 ninth multi-way valve; 404 a tenth multi-way valve; 405 a sixth multi-way valve; 406 fifth water pump; 500 fifth temperature control circuit; 501 fourth water pump; 502 second thermal valve; 600 air conditioning refrigeration circuit; 601 condenser; 602 evaporator; 603 compressor; 604 gas-liquid separator; 605 first thermal valve; 606 stop valve DETAILED DESCRIPTION The specific implementation of the present application is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0021] At present, most of the thermal management technologies in the industry adopt distributed thermal management. Although distributed thermal management is easy to install and has high reliability, the energy of each thermal management subsystem cannot be fully utilized, resulting in high vehicle energy consumption and reduced endurance. In order to optimize the design of reasonable thermal management for hydrogen energy vehicles, some existing technical solutions install temperature sensors, air conditioning components, constant temperature components and heating components on the outside of hydrogen fuel cell components. With the cooperation of these components, the energy utilization rate of the thermal management system of hydrogen fuel vehicles and the vehicle endurance are improved. However, this thermal management solution still inevitably has heat loss in the hydrogen fuel cell, resulting in system energy loss.

[0022] In view of this, if Figure 1 As shown, the first aspect of the present application provides a fuel cell vehicle thermal management device, which includes a first temperature control loop 100, a second temperature control loop 200, a third temperature control loop 300 and a fourth temperature control loop 400. The first temperature control loop 100, the second temperature control loop 200, the third temperature control loop 300 and the fourth temperature control loop 400 respectively include a heat exchange pipe and a heat exchange medium arranged in the heat exchange pipe, and the heat exchange medium can be a coolant.

[0023] The first temperature control loop 100 is provided with a fuel cell 101, that is, the first temperature control loop 100 flows through the heat exchange pipeline in the fuel cell 101, thereby dissipating heat or heating the fuel cell 101 of the stack system. The second temperature control loop 200 is provided with an electric drive module 201, and the second temperature control loop 200 flows through the heat exchange pipe section of the electric drive module 201, thereby dissipating heat from the electric drive module 201 of the electric drive system. The third temperature control loop 300 is provided in the air conditioning system for heating the cab, and the third temperature control loop 300 is provided with a heater core 301 and a heater 302. The fourth temperature control loop 400 is provided with a battery pack 401 and a heat exchanger 402, and the fourth temperature control loop 400 flows through the first heat exchange pipeline in the heat exchanger 402. Through the heat exchanger 402, the fourth temperature control loop 400 can heat or dissipate heat to the battery pack 401 in the battery system.

[0024] Among them, the pipe section of the first temperature control loop 100 located downstream of the fuel cell 101 is provided with a first branch 102 and a second branch 103. The first temperature control loop 100 can be connected to the third temperature control loop 300 through the first branch 102, and the first temperature control loop 100 can be connected to the fourth temperature control loop 400 through the second branch 103. In this way, in addition to being able to independently dissipate heat for the fuel cell 101 of the stack system, the first temperature control loop 100 can also pass the high-temperature coolant flowing out of the fuel cell 101 into the heater core 301 through the first branch 102 and the third temperature control loop 300 to perform heat exchange, thereby achieving the effect of heating the cab air conditioner, and can also pass the high-temperature coolant flowing out of the fuel cell 101 into the heat exchange pipeline of the battery pack 401 through the second branch 103 and the fourth temperature control loop 400 to perform heat exchange, thereby achieving the effect of heating the battery pack 401. That is, the battery stack system can perform cooperative heating and waste heat recovery with the air-conditioning heating and battery systems respectively, effectively improving the heat utilization efficiency between the battery stack system and the air-conditioning heating and battery systems respectively.

[0025] The pipe section of the second temperature control loop 200 located downstream of the electric drive module 201 is provided with a third branch 202, and the second temperature control loop 200 can be connected to the third temperature control loop 300 through the third branch 202. The third temperature control loop 300 is provided with a fourth branch 303, and the fourth branch 303 can flow through the second heat exchange pipeline in the heat exchanger 402, so that the first heat exchange pipeline and the second heat exchange pipeline in the heat exchanger 402 can exchange heat. In this way, in addition to being able to independently dissipate heat for the electric drive module 201 of the electric drive system, the second temperature control loop 200 can also pass through the third branch 202 and the third temperature control loop 300 to allow the high-temperature coolant flowing out of the electric drive module 201 to enter the warm air core 301 for heat exchange, thereby achieving the effect of heating the cab air conditioner. In addition to independently heating the cab air conditioner, the third temperature control loop 300 can also transfer the high-temperature coolant flowing out of the heater 302 into the heat exchanger 402 through the fourth branch 303, and then the heat exchanger 402 heats the coolant in the fourth temperature control loop 400, thereby achieving the effect of heating the battery pack 401. That is, the air conditioning system and the battery system can be synergistically heated and waste heat recovered, which can improve the heat utilization efficiency between the electric drive system, air conditioning heating and the battery system.

[0026] It should be noted that the structures of the first temperature control loop 100, the second temperature control loop 200, the third temperature control loop 300, the fourth temperature control loop 400, the first branch 102, the second branch 103, the third branch 202 and the fourth branch 303 can be varied and can be set according to actual needs. The first temperature control loop 100, the second temperature control loop 200 and the fourth temperature control loop 400 are respectively provided with heat dissipation components or common heat dissipation components. The first temperature control loop 100, the second temperature control loop 200, the third temperature control loop 300 and the fourth temperature control loop 400 can also be provided with corresponding liquid infusion pot structures, water pumps, multi-way valves and liquid outlet structures as needed. The locations of these structural components can also be designed as needed, and these structural forms should also fall within the protection scope of this application.

[0027] In addition, the structural principles of components such as the fuel cell 101, the electric drive module 201, the heater core 301, the heater 302, the battery pack 401 and the heat exchanger 402 are well known to those skilled in the art and do not belong to the core improvement part of the present application, so they will not be repeated here.

[0028] Optionally, the fuel cell 101 may be a battery using hydrogen, methanol or natural gas as fuel. The electric drive module 201 may include an all-in-one, OBC, electronic control, DCDC and motor, etc. The all-in-one, OBC, electronic control, DCDC and motor may be connected in series from small to large according to the heat dissipation. The heater 302 may be a water heating PTC.

[0029] Optionally, the fuel cell vehicle thermal management device may further include an air conditioning refrigeration circuit 600, which is used to cool the cab. Figure 1 As shown, the air conditioning refrigeration circuit 600 may include a condenser 601, a compressor 603, a gas-liquid separator 604, an evaporator 602, a first thermal valve 605 and a stop valve 606 in sequence. For air conditioning cab refrigeration, the refrigerant forms high-temperature and high-pressure gas under the action of the compressor 603, releases heat through the condenser 601 to form low-temperature and high-pressure liquid, releases heat again through the first thermal valve 605 to form low-temperature and low-pressure liquid, and finally flows through the evaporator 602 to absorb heat to form low-temperature gas, and exchanges heat with the air under the action of the blower 304 to blow cooling air into the cab, completes heat release and cooling to form refrigerant again, and circulates in sequence to refrigerate the cab air conditioning.

[0030] Currently in the automotive field, most manufacturers of hydrogen fuel cell vehicles have developed automotive thermal management systems that are basically independently distributed for heat dissipation, that is, they use distributed thermal management systems for heat dissipation. The disadvantage of using a distributed thermal management system design is that each subsystem has many components, which increases costs and takes up a lot of space in the overall vehicle layout.

[0031] For this reason, in the thermal management device for fuel cell vehicles of the present application, the condenser 601 can share the cooling fan 105 with the radiator 104 of the first temperature control loop 100, and the cooling fan 105 can be an electronic fan. The evaporator 602 and the heater core 301 share the fan 304, and the fan 304 is a blower. When the cab has a heating demand, the evaporator 602 is deactivated through the solenoid valve, and the heater core 301 starts working. On the contrary, when the cab has a cooling demand, the heater core 301 is deactivated through the solenoid valve, and the evaporator 602 starts working. The reuse of components between sub-thermal management systems is avoided, the structure is highly integrated, a certain layout space is saved, and the cost of the thermal management system is reduced. At the same time, multiple sub-thermal management systems share components to improve the reliability of the system.

[0032] Optionally, the air conditioning refrigeration circuit 600 is also used to cool the battery pack 401 and includes a battery cooling air duct blowing from the evaporator 602 to the battery pack 401, so as to achieve auxiliary air cooling for the battery, and can realize the integration of air conditioning and battery refrigeration under high temperature conditions in summer.

[0033] Alternatively, if Figure 1 As shown, the thermal management device of the fuel cell vehicle may also include a radiator 104 and a fifth temperature control loop 500. The fifth temperature control loop 500 can flow through the third heat exchange pipeline in the heat exchanger 402, so that the first heat exchange pipeline and the third heat exchange pipeline in the heat exchanger 402 can exchange heat, thereby achieving the effect of heating or cooling the battery pack 401.

[0034] Optionally, the first temperature control loop 100, the second temperature control loop 200 and the fifth temperature control loop 500 all flow through the radiator 104. Figure 1 As shown, the radiator 104 is arranged in the first temperature control loop 100, the second temperature control loop 200 and the fifth temperature control loop 500, and the pipelines of the first temperature control loop 100 at both ends of the radiator 104, the pipelines of the second temperature control loop 200 at both ends of the radiator 104 and the pipelines of the fifth temperature control loop 500 at both ends of the radiator 104 are arranged in parallel. In this way, the heat dissipation and heating integration of the electric drive thermal management system, the stack thermal management system and the battery thermal management system is achieved, the repeated use of components of multiple thermal management systems is avoided, the cost reduction effect is achieved, and a certain amount of vehicle layout space is saved, making the overall structural layout of the fuel cell vehicle thermal management device more compact.

[0035] Optionally, in order to further make the overall structural layout of the fuel cell vehicle thermal management device simpler and more compact, the fuel cell vehicle thermal management device can simplify the pipeline connection structure between the first temperature control loop 100, the second temperature control loop 200, the third temperature control loop 300, the fourth temperature control loop 400 and the fifth temperature control loop 500 by setting multiple multi-way valves and multi-way connectors.

[0036] In some specific embodiments, the thermal management device for a fuel cell vehicle may include a third multi-way valve 106, and the valve port a of the third multi-way valve 106 is connected to the liquid outlet of the radiator 104. The radiator 104, the valve port a of the third multi-way valve 106, the valve port c of the third multi-way valve 106, and the fuel cell 101 are sequentially connected to the first temperature control loop 100. The radiator 104, the valve port a of the third multi-way valve 106, the valve port b of the third multi-way valve 106, and the electric drive module 201 are sequentially connected to the second temperature control loop 200, and the valve port b of the third multi-way valve 106 is connected to the liquid inlet of the third heat exchange pipeline, and the liquid outlet of the third heat exchange pipeline is connected to the liquid inlet of the radiator 104. In this way, by setting the third multi-way valve 106, the pipe section of the first temperature control loop 100 located downstream of the liquid outlet of the radiator 104, the pipe section of the second temperature control loop 200 located downstream of the liquid outlet of the radiator 104, and the pipe section of the fifth temperature control loop 500 located downstream of the liquid outlet of the radiator 104 are compactly connected in parallel to the pipe section downstream of the liquid outlet of the radiator 104.

[0037] Optionally, the fuel cell vehicle thermal management device may further include a second multi-way valve 107, which is disposed on the first temperature control loop 100. The valve port a of the second multi-way valve 107 is connected to the liquid inlet of the radiator 104, the valve port c of the second multi-way valve 107 is connected to the liquid outlet of the fuel cell 101, the liquid inlet of the first branch 102 is connected to the valve port b of the second multi-way valve 107, and the liquid inlet of the second branch 103 is connected to the valve port d of the second multi-way valve 107. In this way, by providing the second multi-way valve 107, the pipe section of the first temperature control loop 100 located upstream of the liquid inlet of the radiator 104, the pipe section of the second temperature control loop 200 located upstream of the liquid inlet of the radiator 104, and the pipe section of the fifth temperature control loop 500 located upstream of the liquid inlet of the radiator 104 are compactly connected in parallel to the pipe section upstream of the liquid inlet of the radiator 104.

[0038] Optionally, the fuel cell vehicle thermal management device further includes a fourth multi-way valve 203 and a first multi-way valve 204, and the fourth multi-way valve 203 and the first multi-way valve 204 are respectively arranged on the second temperature control loop 200. The valve port b of the fourth multi-way valve 203 is connected to the liquid outlet of the electric drive module 201, the valve port c of the fourth multi-way valve 203 is connected to the liquid inlet of the radiator 104, the liquid inlet of the third branch 202 is connected to the valve port a of the fourth multi-way valve 203, and the first branch 102 flows from the valve port b of the second multi-way valve 107 through the valve port d of the fourth multi-way valve 203, the valve port a of the fourth multi-way valve 203 and the third branch 202 in sequence, and then is connected to the third temperature control loop 300. The valve port b of the first multi-way valve 204 is connected to the liquid inlet of the radiator 104, and the valve port c of the fourth multi-way valve 203 is connected to the liquid inlet of the radiator 104 through the valve ports c and b of the first multi-way valve 204. In this way, the pipeline connection structure between the first branch 102, the third branch 202, the second temperature control loop 200 and the third temperature control loop 300 can be greatly simplified.

[0039] Optionally, the fuel cell vehicle thermal management device may further include a seventh multi-way valve 205, which is disposed on the second temperature control loop 200. The b valve port of the third multi-way valve 106 is connected to the electric drive module 201 through the c valve port and the a valve port of the seventh multi-way valve 205, and the fifth temperature control loop 500 flows sequentially through the radiator 104, the a valve port and the b valve port of the third multi-way valve 106, the c valve port and the b valve port of the seventh multi-way valve 205, the third heat exchange pipeline, and the a valve port and the b valve port of the first multi-way valve 204. In this way, the parallel pipeline connection structure between the second temperature control loop 200 and the third temperature control loop 300 can be greatly simplified.

[0040] Optionally, the fuel cell vehicle thermal management device may further include a fifth multi-way valve 305 and an eighth multi-way valve 306, which are respectively arranged on the third temperature control loop 300. The liquid outlet of the warm air core 301, the valve port b of the fifth multi-way valve 305, the valve port d of the fifth multi-way valve 305, the valve port b of the eighth multi-way valve 306, the valve port a of the eighth multi-way valve 306, and the liquid inlet of the heater 302 are sequentially connected to the third temperature control loop 300. The liquid inlet of the fourth branch 303 is connected to the valve port c of the fifth multi-way valve 305, the liquid outlet of the fourth branch 303 is connected to the valve port c of the eighth multi-way valve 306, and the valve port a of the fifth multi-way valve 305 is connected to the liquid outlet of the radiator 104. In this way, the pipeline connection structure between the fourth branch 303, the third temperature control loop 300 and the liquid outlet branch of the third temperature control loop 300 can be greatly simplified.

[0041] Optionally, the thermal management device for a fuel cell vehicle further includes a ninth multi-way valve 403, a tenth multi-way valve 404 and a sixth multi-way valve 405, and the ninth multi-way valve 403 and the tenth multi-way valve 404 are arranged on the fourth temperature control loop 400. The liquid inlet of the first heat exchange pipeline of the heat exchanger 402, the valve port c of the tenth multi-way valve 404, the valve port b of the tenth multi-way valve 404, the battery pack 401, the valve port c of the ninth multi-way valve 403, the valve port b of the ninth multi-way valve 403 and the liquid outlet of the first heat exchange pipeline are sequentially connected in the fourth temperature control loop 400. The valve port a of the ninth multi-way valve 403 is connected to the valve port d of the second multi-way valve 107 to form the second branch 103. The valve port a of the tenth multi-way valve 404 is connected to the valve port c of the sixth multi-way valve 405, and the valve port b of the sixth multi-way valve 405 is connected to the valve port a of the first multi-way valve 204. The valve port a of the fifth multi-way valve 305 is connected to the valve port d of the sixth multi-way valve 405, and the valve port a of the sixth multi-way valve 405 is connected to the liquid outlet of the radiator 104. In this way, the pipeline connection structure between the second branch 103, the first temperature control loop 100 and the liquid outlet branch of the fourth temperature control loop 400 is simplified.

[0042] Optionally, the thermal management device of the fuel cell vehicle also includes a first water pump 108, a first refill pot, a first three-way joint, a second water pump 206, a second refill pot, a third water pump 307, a solenoid valve, a second three-way joint, a third three-way joint, a fifth water pump 406, a third refill pot, a fourth water pump 501, a second thermal valve 502 and a fourth three-way joint.

[0043] Specifically, Figure 1 As shown, the liquid outlet of the radiator 104, the valve port a and the valve port c of the third multi-way valve 106, the first water pump 108, the fuel cell 101, the first liquid replenishing pot, the first port and the second port of the first three-way joint, and the liquid inlet of the radiator 104 are sequentially arranged on the first temperature control circuit 100.

[0044] The liquid outlet of the radiator 104, the valve port a and the valve port b of the third multi-way valve 106, the valve port c and the valve port a of the seventh multi-way valve 205, the second water pump 206, the second liquid replenishing pot, the electric drive module 201, the valve port b and the valve port d of the fourth multi-way valve 203, the valve port c and the valve port b of the first multi-way valve 204, and the liquid inlet of the radiator 104 are sequentially arranged on the second temperature control circuit 200.

[0045] The liquid outlet of the heater core 301, the valve port b and the valve port d of the fifth multi-way valve 305, the valve port b and the valve port a of the eighth multi-way valve 306, the third water pump 307, the solenoid valve, the heater 302, the second port and the first port of the second three-way joint, the third port and the second port of the third three-way joint, and the liquid inlet of the heater core 301 are sequentially arranged on the third temperature control circuit 300.

[0046] The liquid inlet of the battery pack 401, the fifth water pump 406, the valve port c and valve port b of the ninth multi-way valve 403, the heat exchanger 402, the valve port c and valve port b of the tenth multi-way valve 404, and the liquid outlet of the battery pack 401 are sequentially arranged on the fourth temperature control circuit 400.

[0047] The liquid outlet of the radiator 104, the valve port a and the valve port b of the third multi-way valve 106, the valve port c and the valve port b of the seventh multi-way valve 205, the third liquid replenishing pot, the fourth water pump 501, the heat exchanger 402, the second thermal valve 502, the second port and the first port of the fourth three-way joint, the valve port a and the valve port b of the first multi-way valve 204, the third port and the first port of the first three-way joint, and the liquid inlet of the radiator 104 are sequentially arranged on the fifth temperature control circuit 500.

[0048] Alternatively, if Figure 1 As shown, one or more of the first multi-way valve 204, the third multi-way valve 106, the second multi-way valve 107, the fourth multi-way valve 203, the fifth multi-way valve 305 and the sixth multi-way valve 405 are four-way valves. One or more of the seventh multi-way valve 205, the eighth multi-way valve 306, the ninth multi-way valve 403 and the tenth multi-way valve 404 are three-way valves. The three-way valve and the four-way valve are valve components with relatively simple structures, which reduce the cost of the system and improve the reliability of the system. The fuel cell vehicle thermal management device of the present application can control the opening and closing of each valve port of the three-way valve and the four-way valve according to the actual working conditions and usage mode. It should be noted that the structural principles of the three-way valve and the four-way valve are well known to those skilled in the art, and do not belong to the core improvement part of the present application, so they will not be repeated here.

[0049] Optionally, the thermal management device of the fuel cell vehicle may also include a battery pack heater and a stack heater (not shown in the figure), the battery pack heater is used to heat the battery pack 401, and the stack heater is used to heat the fuel cell 101.

[0050] According to different operating conditions of the fuel cell vehicle, the thermal management device of the fuel cell vehicle of the present application has multiple different thermal management modes. The following will illustrate some of the thermal management modes of the thermal management device of the fuel cell vehicle of the present application by way of example.

[0051] Figure 2 The first thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The first thermal management mode is a mode in which only the heat dissipation of the stack system and the electric drive system is required. In this mode, the b valve port and the c valve port of the first multi-way valve 204 are turned on, the a valve port and the c valve port of the second multi-way valve 107 are turned on, the a valve port, the b valve port and the c valve port of the third multi-way valve 106 are turned on, the a valve port and the c valve port of the seventh multi-way valve 205 are turned on, the b valve port and the c valve port of the fourth multi-way valve 203 are turned on, and the first water pump 108, the second water pump 206 and the cooling fan 105 are turned on. At this time, under the drive of the first water pump 108 and the second water pump 206, the first temperature control loop 100 of the stack system and the second temperature control loop 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation.

[0052] Figure 3 The second thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The second thermal management mode is a mode in which only the heat dissipation of the stack system, the electric drive system and the battery system is required. In this mode, the valve ports a, b and c of the first multi-way valve 204 are turned on, the valve ports a and c of the second multi-way valve 107 are turned on, the valve ports a, b and c of the third multi-way valve 106 are turned on, the valve ports a, b and c of the seventh multi-way valve 205 are turned on, the valve ports b and c of the fourth multi-way valve 203 are turned on, the valve ports b and c of the ninth multi-way valve 403 are turned on, the valve ports b and c of the tenth multi-way valve 404 are turned on, and the first water pump 108, the second water pump 206, the fourth water pump 501, the fifth water pump 406 and the cooling fan 105 are turned on. At this time, driven by the first water pump 108, the second water pump 206 and the fifth water pump 406, the first temperature control loop 100 of the battery stack system and the second temperature control loop 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation, and the fifth temperature control loop 500 is in the heat exchanger 402 in the fourth temperature control loop 400 to perform heat exchange to dissipate heat from the battery pack 401.

[0053] Figure 4The third thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The third thermal management mode is a mode in which only the heat dissipation of the stack system and the electric drive system and the cooling of the air conditioning system are required. In this mode, the b valve port and the c valve port of the first multi-way valve 204 are turned on, the a valve port and the c valve port of the second multi-way valve 107 are turned on, the a valve port, the b valve port and the c valve port of the third multi-way valve 106 are turned on, the a valve port and the c valve port of the seventh multi-way valve 205 are turned on, the b valve port and the c valve port of the fourth multi-way valve 203 are turned on, and the working parts in the first water pump 108, the second water pump 206, the cooling fan 105, the fan 304 and the air conditioning refrigeration circuit 600 are turned on. At this time, under the drive of the first water pump 108 and the second water pump 206, the first temperature control circuit 100 of the stack system and the second temperature control circuit 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation. The air conditioning refrigeration circuit 600 cools the cab, and the condenser 601 shares a cooling fan 105 with the radiator 104 of the first temperature control circuit 100 of the battery stack system and the second temperature control circuit 200 of the electric drive system for heat dissipation.

[0054] Figure 5 The fourth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The fourth thermal management mode is a mode that only requires heat dissipation of the stack system, the electric drive system and the battery system, and refrigeration of the air conditioning system. In this mode, the valve ports a, b and c of the first multi-way valve 204 are turned on, the valve ports a and c of the second multi-way valve 107 are turned on, the valve ports a, b and c of the third multi-way valve 106 are turned on, the valve ports a, b and c of the seventh multi-way valve 205 are turned on, the valve ports b and c of the fourth multi-way valve 203 are turned on, the valve ports b and c of the ninth multi-way valve 403 are turned on, the valve ports b and c of the tenth multi-way valve 404 are turned on, and the working parts in the first water pump 108, the second water pump 206, the fourth water pump 501, the fifth water pump 406, the cooling fan 105, the fan 304 and the air conditioning refrigeration circuit 600 are turned on. At this time, driven by the first water pump 108, the second water pump 206 and the fifth water pump 406, the first temperature control loop 100 of the battery stack system and the second temperature control loop 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation, and the fifth temperature control loop 500 is in the heat exchanger 402 in the fourth temperature control loop 400 to perform heat exchange to dissipate heat from the battery pack 401. The air conditioning refrigeration loop 600 cools the cab, and the condenser 601 shares a cooling fan 105 with the radiator 104 of the first temperature control loop 100 of the battery stack system and the second temperature control loop 200 of the electric drive system. Among them, the air conditioning refrigeration loop 600 also realizes air cooling of the battery pack 401 through the battery cooling air duct.

[0055] Figure 6The fifth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The fifth thermal management mode is a mode in which only the heat dissipation of the stack system and the electric drive system and the heating of the air conditioning system are required. In this mode, the valve ports a, b and c of the first multi-way valve 204 are turned on, the valve ports a and c of the second multi-way valve 107 are turned on, the valve ports a, b and c of the third multi-way valve 106 are turned on, the valve ports a and c of the seventh multi-way valve 205 are turned on, the valve ports a, b and c of the fourth multi-way valve 203 are turned on, the valve ports a, b and d of the fifth multi-way valve 305 are turned on, the valve ports b and d of the sixth multi-way valve 405 are turned on, the valve ports a and b of the eighth multi-way valve 306 are turned on, and the first water pump 108, the second water pump 206, the third water pump 307, the fan 304, the heater 302 and the cooling fan 105 are turned on. At this time, the coolant is driven by the first water pump 108 and the second water pump 206, and the first temperature control loop 100 of the battery stack system and the second temperature control loop 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation. At the same time, the coolant is driven by the third water pump 307, and the heater core 301 and the fan 304 of the third temperature control loop 300 heat the cab, and through the third branch 202, the waste heat of the battery stack system and the electric drive system assists the heating of the air conditioner.

[0056] Figure 7 The sixth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The sixth thermal management mode is a mode that only requires heat dissipation of the stack system and the electric drive system, air conditioning and heating, and heating of the battery system. In this mode, the valve ports a, b and c of the first multi-way valve 204 are opened, the valve ports a, b, c and d of the second multi-way valve 107 are opened, the valve ports a, b and c of the third multi-way valve 106 are opened, the valve ports a and c of the seventh multi-way valve 205 are opened, the valve ports a, b, c and d of the fourth multi-way valve 203 are opened, the valve ports a, b and c of the fifth multi-way valve 305 are opened, the valve ports b and d of the sixth multi-way valve 405 are opened, the valve ports a and c of the eighth multi-way valve 306 are opened, and the first water pump 108, the second water pump 206, the third water pump 307, the fifth water pump 406, the fan 304, the heater 302 and the cooling fan 105 are turned on. At this time, the coolant is driven by the first water pump 108 and the second water pump 206, and the first temperature control loop 100 of the battery stack system and the second temperature control loop 200 of the electric drive system are integrated to share a radiator 104 and a cooling fan 105 for heat dissipation. At the same time, the coolant is driven by the third water pump 307, and the heater core 301 and the fan 304 of the third temperature control loop 300 heat the cab, and through the third branch 202 and the fourth branch 303, the waste heat of the battery stack system and the electric drive system assists the heating of the air conditioner and the heating of the battery pack 401.

[0057] Figure 8 The seventh thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The seventh thermal management mode is a mode that only requires heat dissipation of the electric drive system and heating of the air conditioning system and the battery system. In this mode, the valve ports a, b and c of the first multi-way valve 204 are opened, the valve ports a and b of the third multi-way valve 106 are opened, the valve ports a, b and c of the fourth multi-way valve 203 are opened, the valve ports a, b and c of the fifth multi-way valve 305 are opened, the valve ports b and d of the sixth multi-way valve 405 are opened, the valve ports a and c of the eighth multi-way valve 306 are opened, the valve ports b and c of the ninth multi-way valve 403 are opened, the valve ports b and c of the tenth multi-way valve 404 are opened, the valve ports a and c of the seventh multi-way valve 205 are opened, and the second water pump 206, the third water pump 307, the heater 302, the cooling fan 105, the fifth water pump 406 and the fan 304 are turned on. At this time, the coolant is driven by the second water pump 206, and the second temperature control circuit 200 of the electric drive system uses the radiator 104 and the cooling fan 105 to dissipate heat. At the same time, the coolant is driven by the third water pump 307, and the warm air core 301 and the fan 304 of the third temperature control circuit 300 heat the cab, and through the third branch 202 and the fourth branch 303, the waste heat of the electric drive system and the air conditioning system assists the heating of the battery pack 401. In addition, the battery pack heating element is turned on to heat the battery pack 401, and the battery pack heating element can be a heating film.

[0058] Fig. 9 The eighth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The eighth thermal management mode is a mode in which only the stack system, the battery system and the air conditioning system need to be heated. In this mode, the valve ports a, b, c and d of the second multi-way valve 107 are turned on, the valve ports a, c and d of the third multi-way valve 106 are turned on, the valve ports a and d of the fourth multi-way valve 203 are turned on, the valve ports a, b and c of the fifth multi-way valve 305 are turned on, the valve ports a and c of the eighth multi-way valve 306 are turned on, the valve ports a, b and c of the ninth multi-way valve 403 are turned on, and the valve ports a, b and c of the tenth multi-way valve 404 are turned on. The valve ports a, b and c of the multi-way valve 404 are connected to the valve ports a, c and d of the sixth multi-way valve 405, the cooling fan 105 is turned off, the first water pump 108, the third water pump 307, the fifth water pump 406, the heater 302 and the fan 304 are turned on, and at the same time, the battery pack heating element is turned on to heat the battery pack 401, and the stack heating element is turned on to heat the fuel cell 101. The stack heating element can be a heating wire. In this way, the heating of the stack system, the battery system and the air-conditioning system can be realized, and the stack system, the battery system and the air-conditioning system can mutually utilize waste heat for heating to achieve coupled heating. When the radiator is frosted in low temperature weather, the defrosting effect of the radiator 104 can also be achieved.

[0059] Fig.10 The ninth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The ninth thermal management mode is a mode in which only the residual heat of the fuel cell system, the electric drive system and the battery system is required to heat the air conditioning system. In this mode, the valve ports a, b and c of the first multi-way valve 204 are turned on, the valve ports a, b and c of the second multi-way valve 107 are turned on, the valve ports a, b and c of the third multi-way valve 106 are turned on, the valve ports a, b, c and d of the fourth multi-way valve 203 are turned on, the valve ports a, b, c and d of the fifth multi-way valve 305 are turned on, and the valve ports a of the seventh multi-way valve 205 are turned on. The valve ports a and c of the eighth multi-way valve 306 are connected, the valve ports b and c of the ninth multi-way valve 403 are connected, the valve ports b and c of the tenth multi-way valve 404 are connected, the valve ports b and d of the sixth multi-way valve 405 are connected, and the first water pump 108, the second water pump 206, the third water pump 307, the heater 302, the cooling fan 105, the fifth water pump 406 and the fan 304 are turned on. In this way, the heating of the air conditioning system by the battery stack system, the electric drive system and the battery system can be realized, and coupled heating can be realized.

[0060] Fig.11 The tenth thermal management mode of the thermal management device for a fuel cell vehicle of the present application is shown. The tenth thermal management mode is a mode in which only the waste heat of the battery stack system, the electric drive system and the air conditioning system is required to heat the battery system. In this mode, the valve ports a, b and c of the first multi-way valve 204 are turned on, the valve ports a, c and d of the second multi-way valve 107 are turned on, the valve ports a, b and c of the third multi-way valve 106 are turned on, the valve ports a, b and c of the fourth multi-way valve 203 are turned on, the valve ports a, b and c of the fifth multi-way valve 305 are turned on, the valve ports a and c of the seventh multi-way valve 205 are turned on, and the The valve ports a and c of the eighth multi-way valve 306 are connected, the valve ports a, b and c of the ninth multi-way valve 403 are connected, the valve ports a, b and c of the tenth multi-way valve 404 are connected, the valve ports b, c and d of the sixth multi-way valve 405 are connected, and the first water pump 108, the second water pump 206, the third water pump 307, the heater 302, the cooling fan 105, the fifth water pump 406 and the fan 304 are turned on. In this way, the waste heat of the battery stack system, the electric drive system and the battery system is used to heat the air conditioning system, realizing coupled heating.

[0061] It should be noted that in addition to the multiple thermal management modes illustrated above, the thermal management device for fuel cell vehicles of the present application can also realize thermal management modes such as separate heat dissipation of the stack system, electric drive system and battery system. Different thermal management modes can be automatically or manually selected according to different operating conditions of the fuel cell vehicle. Among them, the operating condition of the fuel cell vehicle can be judged by setting temperature sensors in the stack system, electric drive system, battery system and air conditioning system.

[0062] It can be seen from the above-mentioned multiple thermal management modes that the battery stack system, electric drive system, battery system and air-conditioning system in the battery vehicle thermal management device of the present application can work together under different working conditions to achieve a high degree of integration of the thermal management system, maximize the utilization rate of the system waste heat recovery, and reduce the energy consumption of the whole vehicle. In terms of waste heat recovery, the condenser 601 and the radiator 104 share a cooling fan 105, which can make full use of the waste heat of the battery stack system, electric drive system, battery system and air-conditioning system under low temperature conditions, and can defrost the radiator 104. When the power battery has a heating demand, the waste heat of the battery stack system, electric drive system and air-conditioning system can be used to heat the battery system. When the cab air-conditioning system has a heating demand, the waste heat of the battery stack system, electric drive system and battery system can be used to heat the cab, realizing a high degree of utilization of the waste heat of each thermal management subsystem. In terms of the use of thermal management components, the integrated heat dissipation of the battery stack system, electric drive system, and power battery system shares a radiator 104 and a cooling fan 105; the heater core 301 and the evaporator 602 share a fan 304; the condenser 601 and the radiator 104 share a cooling fan 105, thereby avoiding the reuse of multiple thermal management system components to achieve the effect of cost reduction, while saving a certain amount of vehicle layout space and making the overall layout more compact.

[0063] The second aspect of the present application also provides a fuel cell vehicle, which includes the above-mentioned fuel cell vehicle thermal management device. Since the fuel cell vehicle includes the above-mentioned fuel cell vehicle thermal management device, it also has all the technical effects brought by the fuel cell vehicle thermal management device.

[0064] To summarize, the fuel cell vehicle thermal management device and fuel cell vehicle of the present application highly integrate the four thermal management systems of the stack system, electric drive system, battery system and air-conditioning system, and fully utilize the energy of the cab air-conditioning system, electric drive system, stack system and power battery system through valve components. The system energy is reasonably allocated according to the requirements of different working conditions to maximize the system energy utilization rate. The problem of internal icing of the stack under low temperature conditions in winter can be solved, and the waste heat of the electric drive system, battery system and air-conditioning system can be used to heat the stack system, and the waste heat of the stack system, electric drive system, battery system and air-conditioning system can be used to defrost the radiator.

[0065] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0066] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0067] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0068] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A thermal management device for a fuel cell vehicle, characterized in that: include: A first temperature control circuit (100) is provided with a fuel cell (101); A second temperature control circuit (200) is provided with an electric drive module (201); A third temperature control circuit (300) is provided with a warm air core (301) and a heater (302) for heating the cab; A fourth temperature control loop (400) is provided with a battery pack (401) and a heat exchanger (402), wherein the fourth temperature control loop (400) flows through a first heat exchange pipeline in the heat exchanger (402); The pipe section of the first temperature control loop (100) located downstream of the fuel cell (101) is provided with a first branch (102) and a second branch (103); the first temperature control loop (100) can be connected to the third temperature control loop (300) through the first branch (102); the first temperature control loop (100) can be connected to the fourth temperature control loop (400) through the second branch (103); the pipe section of the second temperature control loop (200) located downstream of the electric drive module (201) is provided with a third branch (202); the second temperature control loop (200) can be connected to the third temperature control loop (300) through the third branch (202); the third temperature control loop (300) is provided with a fourth branch (303); and the fourth branch (303) can flow through the second heat exchange pipeline in the heat exchanger (402).

2. The thermal management device for a fuel cell vehicle according to claim 1, characterized in that: The fuel cell vehicle thermal management device further comprises an air conditioning refrigeration circuit (600), the air conditioning refrigeration circuit (600) being used to cool the cab and comprising a condenser (601) and an evaporator (602), wherein: The condenser (601) and the radiator (104) of the first temperature control loop (100) share a cooling fan (105); and / or, The evaporator (602) and the warm air core (301) share a fan (304); and / or The air conditioning refrigeration circuit (600) is also used to cool the battery pack (401) and comprises a battery cooling air duct blowing from the evaporator (602) toward the battery pack (401).

3. The thermal management device for a fuel cell vehicle according to claim 1, characterized in that: The fuel cell vehicle thermal management device further comprises: Radiator (104); The fifth temperature control loop (500) can flow through the third heat exchange pipeline in the heat exchanger (402), and the first temperature control loop (100), the second temperature control loop (200) and the fifth temperature control loop (500) all flow through the radiator (104).

4. The thermal management device for a fuel cell vehicle according to claim 3, characterized in that: The fuel cell vehicle thermal management device comprises: A third multi-way valve (106), wherein the valve port a of the third multi-way valve (106) is connected to the liquid outlet of the radiator (104); the radiator (104), the valve port a of the third multi-way valve (106), the valve port c of the third multi-way valve (106) and the fuel cell (101) are sequentially connected to the first temperature control circuit (100); the radiator (104), the valve port a of the third multi-way valve (106), the valve port b of the third multi-way valve (106) and the electric drive module (201) are sequentially connected to the second temperature control circuit (200); the valve port b of the third multi-way valve (106) is connected to the liquid inlet of the third heat exchange pipeline; and the liquid outlet of the third heat exchange pipeline is connected to the liquid inlet of the radiator (104).

5. The thermal management device for a fuel cell vehicle according to claim 4, characterized in that: The fuel cell vehicle thermal management device further comprises: A second multi-way valve (107) is arranged on the first temperature control circuit (100), wherein a valve port a of the second multi-way valve (107) is connected to a liquid inlet of the radiator (104), a valve port c of the second multi-way valve (107) is connected to a liquid outlet of the fuel cell (101), a liquid inlet of the first branch (102) is connected to a valve port b of the second multi-way valve (107), and a liquid inlet of the second branch (103) is connected to a valve port d of the second multi-way valve (107).

6. The thermal management device for a fuel cell vehicle according to claim 5, characterized in that: The fuel cell vehicle thermal management device further comprises: a fourth multi-way valve (203) arranged on the second temperature control circuit (200), wherein the valve port b of the fourth multi-way valve (203) is connected to the liquid outlet of the electric drive module (201), the valve port c of the fourth multi-way valve (203) is connected to the liquid inlet of the radiator (104), the liquid inlet of the third branch (202) is connected to the valve port a of the fourth multi-way valve (203), and the first branch (102) flows from the valve port b of the second multi-way valve (107) through the valve port d of the fourth multi-way valve (203), the valve port a of the fourth multi-way valve (203) and the third branch (202) in sequence; A first multi-way valve (204) is arranged on the second temperature control circuit (200), wherein the valve port b of the first multi-way valve (204) is connected to the liquid inlet of the radiator (104), and the valve port c of the fourth multi-way valve (203) is connected to the liquid inlet of the radiator (104) via the valve port c and the valve port b of the first multi-way valve (204).

7. The thermal management device for a fuel cell vehicle according to claim 6, characterized in that: The fuel cell vehicle thermal management device further comprises: The seventh multi-way valve (205) is arranged on the second temperature control circuit (200); the valve port b of the third multi-way valve (106) is connected to the electric drive module (201) via the valve ports c and a of the seventh multi-way valve (205); the fifth temperature control circuit (500) flows sequentially through the valve ports a and b of the third multi-way valve (106), the valve ports c and b of the seventh multi-way valve (205), the third heat exchange pipeline, and the valve ports a and b of the first multi-way valve (204).

8. The thermal management device for a fuel cell vehicle according to claim 7, characterized in that: The third multi-way valve (106) is a four-way valve; and / or, The seventh multi-way valve (205) is a three-way valve.

9. The thermal management device for a fuel cell vehicle according to claim 6, characterized in that: The fuel cell vehicle thermal management device also includes a fifth multi-way valve (305) and an eighth multi-way valve (306) arranged on the third temperature control circuit (300); the liquid outlet of the heater core (301), the valve port b of the fifth multi-way valve (305), the valve port d of the fifth multi-way valve (305), the valve port b of the eighth multi-way valve (306), the valve port a of the eighth multi-way valve (306) and the liquid inlet of the heater (302) are connected in sequence; the liquid inlet of the fourth branch (303) is connected to the valve port c of the fifth multi-way valve (305); the liquid outlet of the fourth branch (303) is connected to the valve port c of the eighth multi-way valve (306); and the valve port a of the fifth multi-way valve (305) is connected to the liquid outlet of the radiator (104).

10. The thermal management device for a fuel cell vehicle according to claim 9, characterized in that: The fuel cell vehicle thermal management device further comprises a ninth multi-way valve (403), a tenth multi-way valve (404) and a sixth multi-way valve (405), wherein the ninth multi-way valve (403) and the tenth multi-way valve (404) are arranged on the fourth temperature control circuit (400), and the liquid inlet of the first heat exchange pipeline, the valve port c of the tenth multi-way valve (404), the valve port b of the tenth multi-way valve (404), the battery pack (401), the valve port c of the ninth multi-way valve (403), the valve port b of the ninth multi-way valve (403) and the first heat exchange pipeline are connected to the heat exchange pipeline. The liquid outlets of the heat pipe are connected in sequence: the valve port a of the ninth multi-way valve (403) is connected to the valve port d of the second multi-way valve (107); the valve port a of the fifth multi-way valve (305) is connected to the valve port d of the sixth multi-way valve (405); the valve port a of the sixth multi-way valve (405) is connected to the liquid outlet of the radiator (104); the valve port a of the tenth multi-way valve (404) is connected to the valve port c of the sixth multi-way valve (405); and the valve port b of the sixth multi-way valve (405) is connected to the valve port a of the first multi-way valve (204).

11. The thermal management device for a fuel cell vehicle according to claim 10, characterized in that: The fuel cell vehicle thermal management device further comprises a first water pump (108), a second water pump (206), a third water pump (307), a fourth water pump (501) and a fifth water pump (406), wherein the first water pump (108) is arranged in the first temperature control loop (100), the second water pump (206) is arranged in the second temperature control loop (200), the third water pump (307) is arranged in the third temperature control loop (300), the fourth water pump (501) is arranged in the fifth temperature control loop (500), and the fifth water pump (406) is arranged in the fourth temperature control loop (400); and / or, The electric drive module (201) comprises an all-in-one, OBC, electric control, DCDC and a motor; and / or, One or more of the first multi-way valve (204), the second multi-way valve (107), the fourth multi-way valve (203), the fifth multi-way valve (305) and the sixth multi-way valve (405) is a four-way valve; and / or, One or more of the eighth multi-way valve (306), the ninth multi-way valve (403) and the tenth multi-way valve (404) is a three-way valve.

12. The thermal management device for a fuel cell vehicle according to claim 1, characterized in that: The fuel cell vehicle thermal management device further comprises: a battery pack heating element, used to heat the battery pack (401); and / or, A fuel cell stack heating element is used to heat the fuel cell (101).

13. A fuel cell vehicle, characterized in that: A fuel cell vehicle thermal management device comprising any one of claims 1 to 12.

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