Fuel cell and hydrogen internal combustion engine combined thermal management system and control method thereof

Abstract

The invention is mainly used in the technical field of fuel cells and hydrogen internal combustion engines. The invention discloses a fuel cell and hydrogen internal combustion engine combined thermal management system and a control method thereof. The system comprises a fuel cell management module and a hydrogen internal combustion engine management module, the hydrogen internal combustion engine management module comprises an internal combustion engine unit and a first heat exchange unit. The first heat exchange unit is used for conducting heat with the internal combustion engine unit. The fuel cell management module comprises a fuel cell unit and a second heat exchange unit, and the second heat exchange unit is used for conducting heat with the fuel cell unit; the output end of the first heat exchange unit is connected with the input end of the second heat exchange unit through a pipeline, the input end of the first heat exchange unit is connected with the output end of the second heat exchange unit through a pipeline, and heat conduction is conducted through liquid in the pipeline. According to the technical scheme, through heat collaborative management of the hydrogen internal combustion engine and the fuel cell, efficient recovery and reutilization of waste heat are achieved, and the overall energy utilization efficiency of the hybrid power system is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel cells and hydrogen internal combustion engines, and in particular to a combined thermal management system of fuel cells and hydrogen internal combustion engines and a control method thereof. Background Art

[0002] With the development of new energy vehicle technology, hybrid systems combining fuel cells and internal combustion engines have attracted widespread attention as a solution that combines efficient energy conversion with low emissions. Fuel cells convert hydrogen and oxygen into electricity through chemical reactions, offering advantages such as high energy density and environmental friendliness. However, they have poor low-temperature starting performance and require a certain temperature for efficient operation. Furthermore, in low-temperature environments, they are susceptible to problems such as internal icing, which can affect their service life. Internal combustion engines generate a large amount of waste heat during operation, which is typically discharged directly into the environment, resulting in energy waste. Furthermore, during the initial startup of hydrogen internal combustion engines, the cylinder temperature is relatively low, resulting in increased cold friction, which affects engine performance and life.

[0003] In existing technologies, thermal management of fuel cells and internal combustion engines is typically performed independently, lacking effective coordination mechanisms. Low-temperature startup of fuel cells relies on external heating equipment, which not only increases system complexity and cost but also reduces energy efficiency. While technologies exist for recovering waste heat from internal combustion engines, they are rarely integrated with the thermal requirements of fuel cells. This separate thermal management approach limits the overall thermal efficiency of hybrid systems and prevents them from fully leveraging the advantages of both fuel cells and internal combustion engines. Summary of the Invention

[0004] The present invention provides a combined thermal management system for fuel cells and hydrogen internal combustion engines and a control method thereof. Through the coordinated heat management of the hydrogen internal combustion engine and the fuel cell, efficient recovery and reuse of waste heat are achieved, thereby optimizing the overall energy utilization efficiency of the hybrid power system.

[0005] The present invention provides a fuel cell and hydrogen internal combustion engine combined thermal management system, the system comprising a fuel cell management module and a hydrogen internal combustion engine management module; The hydrogen internal combustion engine management module includes an internal combustion engine unit and a first heat exchange unit, wherein the first heat exchange unit is used for heat conduction with the internal combustion engine unit; The fuel cell management module includes a fuel cell unit and a second heat exchange unit, wherein the second heat exchange unit is used for heat conduction with the fuel cell unit; The output end of the first heat exchange unit is connected to the input end of the second heat exchange unit through a pipe, and the input end of the first heat exchange unit is connected to the output end of the second heat exchange unit through a pipe, and heat conduction is performed through the liquid in the pipe.

[0006] Optionally, the second heat exchange unit includes a first pipe unit and a second pipe unit; The first end of the first pipe unit serves as the input end of the second heat exchange unit, the second end of the first pipe unit serves as the output end of the second heat exchange unit, and the first pipe unit is used for heat conduction with the fuel cell unit; The first end of the second pipe unit serves as the input end of the second heat exchange unit, the second end of the second pipe unit serves as the output end of the second heat exchange unit, the third end of the second pipe unit is used to input the coolant of the fuel cell unit, the fourth end of the second pipe unit is used to output the coolant of the fuel cell unit, and the second pipe unit is used to conduct heat conduction with the coolant of the fuel cell unit.

[0007] Optionally, the second heat exchange unit further includes a third pipe unit; The third pipeline unit includes a heat dissipation subunit and a pipeline subunit; The input end of the heat dissipation subunit is used to input the coolant of the second pipe unit, the output end of the heat dissipation subunit is connected to the first end of the pipe subunit, and the heat dissipation subunit is used to perform heat dissipation processing on the coolant; The second end of the pipe subunit is used to output the coolant, the third end of the pipe subunit serves as the input end of the second heat exchange unit, and the fourth end of the pipe subunit serves as the output end of the second heat exchange unit.

[0008] Optionally, the second heat exchange unit further includes a fourth pipe unit; The first end of the fourth pipe unit is used to input the exhaust gas discharged by the fuel cell unit, the second end of the fourth pipe unit is used to output the exhaust gas, the third end of the fourth pipe unit serves as the input end of the second heat exchange unit, and the fourth end of the fourth pipe unit serves as the output end of the second heat exchange unit.

[0009] Optionally, the first pipeline unit is a shell having an internal cavity, and the internal cavity of the shell is used to place the fuel cell unit; The housing includes a first pipe layer and a second pipe layer; The first pipeline layer is used to transmit the coolant of the fuel cell unit, the output end of the first pipeline layer is connected to the third end of the second pipeline unit, and the input end of the first pipeline layer is connected to the fourth end of the second pipeline unit; The input end of the second pipeline layer serves as the first end of the first pipeline unit, and the output end of the second pipeline layer serves as the second end of the first pipeline unit.

[0010] Optionally, the second pipeline unit is a first pipeline heat-insulating flow channel, the first pipeline heat-insulating flow channel includes a first pipeline and a second pipeline, the second pipeline is located in the first pipeline, and the liquid flow direction in the first pipeline is opposite to the liquid flow direction in the second pipeline; The input end of the first pipeline serves as the first end of the second pipeline unit, and the output end of the first pipeline serves as the second end of the second pipeline unit; The input end of the second pipeline serves as the third end of the second pipeline unit, and the output end of the second pipeline serves as the fourth end of the second pipeline unit.

[0011] The present invention also provides a control method for a combined thermal management system of a fuel cell and a hydrogen internal combustion engine, the method being used to control any of the above combined thermal management systems of a fuel cell and a hydrogen internal combustion engine, the method comprising: The state of the fuel cell management module and the state of the hydrogen internal combustion engine management module are controlled according to the ambient temperature conditions, and the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module is controlled to be in an on or off state according to the vehicle operating conditions.

[0012] Optionally, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating condition, includes: When the ambient temperature is lower than a preset temperature threshold, the internal combustion engine unit is controlled to be in a working state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the internal combustion engine unit is transferred to the fuel cell unit and then the fuel cell unit is controlled to be in a working state.

[0013] Optionally, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating condition, includes: When the ambient temperature is lower than a preset temperature threshold and the vehicle power is lower than a target value, the fuel cell unit is controlled to be in an operating state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the fuel cell unit is transferred to the internal combustion engine unit and then the internal combustion engine unit is controlled to be in an operating state.

[0014] Optionally, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating condition, includes: When the internal combustion engine unit is in a stopped state, the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conducting state to transfer the heat of the internal combustion engine unit to the fuel cell unit.

[0015] The present invention has at least the following beneficial effects: The technical solution of the present application realizes the coordinated management of heat through the thermal management system of fuel cells and hydrogen internal combustion engines. The waste heat generated by the internal combustion engine unit in the hydrogen internal combustion engine management module is transferred to the liquid in the pipeline through the first heat exchange unit; the waste heat generated by the fuel cell unit in the fuel cell management module is transferred to the liquid in the pipeline through the second heat exchange unit. The pipeline connection allows the liquid in the two heat exchange units to circulate, realizing two-way heat transfer: the waste heat of the internal combustion engine can be used to keep the fuel cell warm or heat it, improving the low-temperature starting performance of the fuel cell and extending its service life; the waste heat of the fuel cell can be used to heat or keep the hydrogen internal combustion engine warm, reducing the cold friction of the cylinder during cold start. This efficient recovery and reuse of heat optimizes the overall energy utilization efficiency of the hybrid system, avoids the disorderly emission of waste heat, gives full play to the synergistic advantages of the fuel cell and the internal combustion engine, and improves the overall performance and economy of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the technical solution of the present invention and do not constitute a limitation to the technical solution of the present invention.

[0017] Figure 1 It is a schematic diagram of the structure of a combined thermal management system of a fuel cell and a hydrogen internal combustion engine; Figure 2 It is a schematic diagram of the structure of the hydrogen internal combustion engine management module in the combined thermal management system of fuel cells and hydrogen internal combustion engines; Figure 3 It is a schematic diagram of the structure of the fuel cell management module in the combined thermal management system of fuel cells and hydrogen internal combustion engines; Figure 4 This is a schematic diagram of the structure of the first pipeline unit in a combined thermal management system of a fuel cell and a hydrogen internal combustion engine; Figure 5 This is a schematic cross-sectional view of a pipeline insulation flow channel in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine; Among them, 101, internal combustion engine unit; 102, first heat exchange unit; 103, radiator; 201, first pipeline unit; 202, second pipeline unit; 203, third pipeline unit; 204, fourth pipeline unit; 301, fuel cell unit; ① is the input end of the first pipeline unit, ② is the output end of the first pipeline unit, ③ is the input end of the second pipeline unit, ④ is the output end of the second pipeline unit, ⑤ is the input end of the third pipeline unit, ⑥ is the output end of the third pipeline unit, ⑦ is the input end of the fourth pipeline unit, and ⑧ is the output end of the fourth pipeline unit. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0019] The researchers of this application found that the current commercial vehicle power system is single, either driven by fuel cell system power generation or by internal combustion engine. If we want to take into account the national dual-carbon strategic goal and achieve high-efficiency driving of the whole vehicle under the existing vehicle operating conditions, and the power system is used complementary according to the characteristics of the whole vehicle operating conditions, the two thermal management systems of the fuel cell and the internal combustion engine can complement each other's advantages under different operating conditions, which can effectively improve the thermal efficiency of the two powertrains. There are similar hybrid solutions in the existing power system solutions, such as the paper "Proton Exchange Membrane Fuel Cell and Hydrogen Internal Combustion Engine Hybrid Power System" by Beijing Institute of Technology, as shown in the figure below. However, what is described is the mixing of power, and there is no coupled application of the thermal management system, so this patent proposes a thermal management system solution based on the application of the power system combined with the two assemblies.

[0020] The disadvantages of hydrogen internal combustion engines are low efficiency and nitrogen oxide emissions, while the disadvantages of fuel cells are high cost, short lifespan, and slow response. Only by integrating these two power sources to form complementary advantages can they be competitive. This is the case with thermoelectric hybrid power systems. The vehicles sharing the onboard hydrogen storage system refuel. Due to the high efficiency of fuel cells, the vehicle is usually powered by the fuel cell engine. During long-distance acceleration, climbing, and highway driving, the hydrogen internal combustion engine and fuel cell engine are used to jointly drive the vehicle. When the vehicle needs short-term rapid acceleration, the hydrogen internal combustion engine quickly replenishes the power demand and then slowly exits. Avoiding rapid load changes in the fuel cell can extend its lifespan. When parking overnight, the hydrogen internal combustion engine should be started first to warm up the vehicle to heat the coolant system and the fuel cell system. At the same time, frequent starting and stopping of the fuel cell should be avoided as much as possible during driving.

[0021] In existing technologies, thermal management of fuel cells and internal combustion engines is typically performed independently, lacking effective coordination mechanisms. Low-temperature startup of fuel cells relies on external heating equipment, which not only increases system complexity and cost but also reduces energy efficiency. While technologies exist for recovering waste heat from internal combustion engines, they are rarely integrated with the thermal requirements of fuel cells. This separate thermal management approach limits the overall thermal efficiency of hybrid systems and prevents them from fully leveraging the advantages of both fuel cells and internal combustion engines.

[0022] Therefore, this application proposes a combined thermal management system for fuel cells and hydrogen internal combustion engines and its control method. Through the coordinated thermal management of the hydrogen internal combustion engine and fuel cell, efficient waste heat recovery and reuse are achieved, optimizing the overall energy utilization efficiency of the hybrid system. The following are examples of the technical solution of this application: Please refer to Figure 1 , Figure 1 It is a structural diagram of a combined thermal management system of a fuel cell and a hydrogen internal combustion engine.

[0023] This embodiment provides a fuel cell and hydrogen internal combustion engine combined thermal management system, the system includes a fuel cell management module and a hydrogen internal combustion engine management module.

[0024] The hydrogen internal combustion engine management module includes an internal combustion engine unit and a first heat exchange unit, and the first heat exchange unit is used for heat conduction with the internal combustion engine unit.

[0025] The fuel cell management module includes a fuel cell unit and a second heat exchange unit, and the second heat exchange unit is used for heat conduction with the fuel cell unit.

[0026] The output end of the first heat exchange unit is connected to the input end of the second heat exchange unit through a pipe, and the input end of the first heat exchange unit is connected to the output end of the second heat exchange unit through a pipe, and heat conduction is performed through the liquid in the pipe.

[0027] It can be understood that the technical solution of the present application realizes the coordinated management of heat through the thermal management system of the fuel cell and the hydrogen internal combustion engine. The waste heat generated by the internal combustion engine unit in the hydrogen internal combustion engine management module is transferred to the liquid in the pipeline through the first heat exchange unit; the waste heat generated by the fuel cell unit in the fuel cell management module is transferred to the liquid in the pipeline through the second heat exchange unit. The pipeline connection allows the liquid in the two heat exchange units to circulate, realizing two-way heat transfer: the waste heat of the internal combustion engine can be used to keep the fuel cell warm or heat it, improving the low-temperature starting performance of the fuel cell and extending its service life; the waste heat of the fuel cell can be used to heat or keep the hydrogen internal combustion engine warm, reducing the cold friction of the cylinder during cold start. This efficient recovery and reuse of heat optimizes the overall energy utilization efficiency of the hybrid system, avoids the disorderly emission of waste heat, gives full play to the synergistic advantages of the fuel cell and the internal combustion engine, and improves the overall performance and economy of the system.

[0028] Please refer to Figure 2 , Figure 2 The present invention is a structural diagram of a hydrogen internal combustion engine management module in a combined thermal management system of a fuel cell and a hydrogen internal combustion engine.

[0029] like Figure 2 As shown, the first heat exchange unit 102 includes an output end and an input end, and both the output end and the input end transmit liquid through pipes in the direction of the arrows. It is understandable that the pipes transmitting liquid can be controlled to be open or closed by valves.

[0030] Optionally, the first heat exchange unit 102 includes a radiator 103. The coolant of the internal combustion engine unit 101 is transferred to the first heat exchange unit 102 through a pipeline. In the first heat exchange unit 102, the coolant of the internal combustion engine unit 101 is transferred to the radiator 103 through a pipeline for heat dissipation.

[0031] Please refer to Figure 3 , Figure 3 The present invention is a structural diagram of a fuel cell management module in a combined thermal management system of a fuel cell and a hydrogen internal combustion engine.

[0032] In some embodiments, the second heat exchange unit includes a first pipe unit 201 and a second pipe unit 202 .

[0033] The first end of the first pipe unit 201 serves as the input end of the second heat exchange unit, and the second end of the first pipe unit 201 serves as the output end of the second heat exchange unit. The first pipe unit 201 is used for heat conduction with the fuel cell unit.

[0034] The first end of the second pipe unit 202 serves as the input end of the second heat exchange unit, the second end of the second pipe unit 202 serves as the output end of the second heat exchange unit, the third end of the second pipe unit 202 is used to input the coolant of the fuel cell unit, the fourth end of the second pipe unit 202 is used to output the coolant of the fuel cell unit, and the second pipe unit 202 is used to conduct heat conduction with the coolant of the fuel cell unit.

[0035] It can be understood that by adding a branch pipe design to the second heat exchange unit, the heat management and utilization efficiency are further optimized. The first pipe unit 201 is specifically used for heat conduction with the fuel cell unit to ensure that the heat of the fuel cell can be efficiently transferred to the heat exchange system. The second pipe unit 202 introduces the fuel cell coolant, and the circulation of the coolant achieves uniform distribution and precise control of the heat inside the fuel cell. This branch pipe design makes the heat management of the fuel cell more flexible and efficient. It can not only use the waste heat of the internal combustion engine to keep the fuel cell warm or heat it, but also adjust the operating temperature of the fuel cell through the coolant to avoid the impact of overheating or overcooling on the performance of the fuel cell. At the same time, the recycling of the coolant reduces the need for additional cooling equipment, reducing the complexity and cost of the system. Overall, this improvement further improves the heat utilization efficiency of the fuel cell and hydrogen internal combustion engine hybrid system, and enhances the reliability and economy of the system.

[0036] In some embodiments, the second heat exchange unit further includes a third pipe unit 203; the third pipe unit 203 includes a heat dissipation sub-unit and a pipe sub-unit.

[0037] The input end of the heat dissipation subunit is used to input the cooling liquid of the second pipe unit 202 , the output end of the heat dissipation subunit is connected to the first end of the pipe subunit, and the heat dissipation subunit is used to dissipate heat for the cooling liquid.

[0038] The second end of the pipe subunit is used to output the cooling liquid, the third end of the pipe subunit serves as the input end of the second heat exchange unit, and the fourth end of the pipe subunit serves as the output end of the second heat exchange unit.

[0039] It can be understood that the addition of the third pipe unit 203 further enhances the system's thermal management capabilities. The heat dissipation subunit in the third pipe unit 203 can dissipate heat from the coolant in the second pipe unit 202, effectively regulating the coolant's temperature and preventing overheating from adversely affecting the fuel cell. At the same time, the coolant, after dissipating heat, circulates back to the second heat exchange unit through the pipe subunit, achieving dynamic balance and reuse of heat. This design not only optimizes the thermal management of the fuel cell, ensuring its efficient operation within an appropriate temperature range, but also further improves the system's heat utilization efficiency through the regulation of the heat dissipation subunit, reducing energy losses caused by excessively high or low coolant temperatures. Furthermore, the introduction of the heat dissipation subunit enhances the system's adaptability and flexibility, enabling it to better cope with heat demands under different operating conditions, further improving the overall performance and economy of the fuel cell and hydrogen internal combustion engine hybrid system.

[0040] In some embodiments, the second heat exchange unit further includes a fourth pipe unit 204; The first end of the fourth pipe unit 204 is used to input the exhaust gas emitted by the fuel cell unit, the second end of the fourth pipe unit 204 is used to output the exhaust gas, the third end of the fourth pipe unit 204 serves as the input end of the second heat exchange unit, and the fourth end of the fourth pipe unit 204 serves as the output end of the second heat exchange unit.

[0041] It is understandable that the addition of the fourth pipe unit 204 on the basis of the existing technical solution further expands the heat recovery channels of the thermal management system. The fourth pipe unit 204 is specifically used to process the exhaust gas emitted by the fuel cell unit and transfer the heat in the exhaust gas to the system circulating liquid through heat exchange. This improvement allows the exhaust gas heat that would otherwise be wasted to be recycled and reused, further improving the system's heat utilization rate. At the same time, the recovery of exhaust gas heat reduces dependence on external heating sources, optimizes the insulation and heating effects of the fuel cell, and enhances the starting performance and operating efficiency of the hybrid system in low-temperature environments. Overall, the system's energy utilization is more sufficient, operating costs are reduced, and overall performance is significantly improved.

[0042] The air compressor provides air for the fuel cell. The air enters the fuel cell unit through the stack air inlet, undergoes chemical reactions in the fuel cell, and then exhausts the exhaust gas. The heat energy of the exhaust gas is recovered through the fourth pipe unit 204.

[0043] In the fuel cell management module, the coolant absorbs the heat generated by the fuel cell unit and its temperature rises.

[0044] In the second pipe unit 202, the hot coolant flows through a small circulation channel into the thermostat, which adjusts the flow direction based on the coolant temperature. If the temperature is high, the coolant enters the third pipe unit 203 for heat dissipation. If the temperature is low, the coolant returns directly to the first pipe unit 201.

[0045] The coolant flows from the third pipe unit 203 to the fuel cell unit after being pressurized by the electric water pump.

[0046] Please refer to Figure 4 , Figure 4 The present invention is a structural diagram of the first pipeline unit in a combined thermal management system of a fuel cell and a hydrogen internal combustion engine.

[0047] In some embodiments, the first pipe unit 201 is a shell having an internal cavity, and the internal cavity of the shell is used to place the fuel cell unit 301 .

[0048] The housing includes a first piping layer and a second piping layer.

[0049] The first pipeline layer is used to transmit the coolant of the fuel cell unit 301. The output end of the first pipeline layer is connected to the third end of the second pipeline unit, and the input end of the first pipeline layer is connected to the fourth end of the second pipeline unit.

[0050] The input end of the second pipeline layer serves as the first end of the first pipeline unit 201 , and the output end of the second pipeline layer serves as the second end of the first pipeline unit 201 .

[0051] It is understandable that in this embodiment, the internal cavity of the shell directly accommodates the fuel cell unit 301, simplifying the system layout and improving space utilization. The provision of the first and second pipeline layers makes the inflow and outflow of the coolant more orderly, enhancing the heat exchange efficiency. This design not only optimizes the flow path of the coolant and reduces energy loss, but also improves the performance and life of the fuel cell by precisely controlling the coolant temperature. Overall, this technological improvement enhances the system's thermal management capabilities and improves the energy utilization efficiency and reliability of the hybrid system.

[0052] Please refer to Figure 5 , Figure 5 It is a schematic cross-sectional view of the thermal insulation flow channel of the pipeline in the combined thermal management system of the fuel cell and hydrogen internal combustion engine.

[0053] In some embodiments, the second pipeline unit is a first pipeline insulation flow channel, the first pipeline insulation flow channel includes a first pipeline and a second pipeline, the second pipeline is located in the first pipeline, and the liquid flow direction in the first pipeline is opposite to the liquid flow direction in the second pipeline; the input end of the first pipeline serves as the first end of the second pipeline unit, and the output end of the first pipeline serves as the second end of the second pipeline unit; the input end of the second pipeline serves as the third end of the second pipeline unit, and the output end of the second pipeline serves as the fourth end of the second pipeline unit.

[0054] As can be appreciated, this embodiment, by providing the first pipe insulation flow channel, achieves countercurrent flow of coolant in the inner and outer pipes. This countercurrent design enhances heat exchange efficiency. Furthermore, countercurrent heat exchange helps reduce system energy losses, improving the performance of the overall thermal management system and making the hybrid system more energy-efficient and efficient.

[0055] In some embodiments, the pipeline subunit is a second pipeline insulation flow channel, the second pipeline insulation flow channel includes a third pipeline and a fourth pipeline, the fourth pipeline is located in the third pipeline, and the liquid flow direction in the third pipeline is opposite to the liquid flow direction in the fourth pipeline; the input end of the third pipeline serves as the third end of the pipeline subunit, and the output end of the third pipeline serves as the fourth end of the pipeline subunit; the input end of the fourth pipeline serves as the first end of the pipeline subunit, and the output end of the fourth pipeline serves as the second end of the pipeline subunit.

[0056] In some embodiments, the fourth pipeline unit is a third pipeline insulation flow channel, the third pipeline insulation flow channel includes a fifth pipeline and a sixth pipeline, the sixth pipeline is located in the fifth pipeline, and the liquid flow direction in the fifth pipeline is opposite to the liquid flow direction in the sixth pipeline; the input end of the fifth pipeline serves as the third end of the fourth pipeline unit, and the output end of the fifth pipeline serves as the fourth end of the fourth pipeline unit; the input end of the sixth pipeline serves as the first end of the fourth pipeline unit, and the output end of the sixth pipeline serves as the second end of the pipeline sub-unit.

[0057] The present invention provides a control method for a combined thermal management system of a fuel cell and a hydrogen internal combustion engine. The method is used to control any of the combined thermal management systems of a fuel cell and a hydrogen internal combustion engine as described above. The method comprises: The state of the fuel cell management module and the state of the hydrogen internal combustion engine management module are controlled according to the ambient temperature conditions, and the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module is controlled to be on or off according to the vehicle operating conditions.

[0058] It is understandable that the control method of this embodiment can automatically adjust the operating mode of the thermal management system according to the real-time ambient temperature and vehicle operating conditions, ensuring that the system can achieve the best thermal management effect under different conditions. For example, in a low-temperature environment, the waste heat of the internal combustion engine can be used to heat the fuel cell first, improving its startup speed and operating efficiency; while in a high-temperature environment, the cooling of the fuel cell can be increased to prevent overheating. In addition, by controlling the conduction or closure of the connecting channel, the distribution and flow of heat can be flexibly adjusted to further improve energy utilization efficiency and reduce energy loss. This intelligent control not only improves the adaptability and flexibility of the system, but also helps to extend the service life of the fuel cell and internal combustion engine, reduce maintenance costs, and thus significantly improve the overall performance and economy of the entire hybrid system.

[0059] In some embodiments, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to vehicle operating conditions, includes: When the ambient temperature is lower than the preset temperature threshold, the internal combustion engine unit is controlled to be in an operating state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the internal combustion engine unit is transferred to the fuel cell unit and then the fuel cell unit is controlled to be in an operating state.

[0060] For example, when the vehicle is started at low temperature in winter, the hydrogen internal combustion engine is started first to generate electricity. While driving the vehicle, the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is opened, and the hydrogen internal combustion engine management module provides heat energy to the fuel cell management module, thereby heating the fuel cell unit to a stack outlet temperature of above 20°C; when the vehicle is started at normal temperature, the fuel cell engine is started first, the fuel cell unit runs, and the internal combustion engine unit does not start. At this time, the fuel cell management module runs alone, and the hydrogen internal combustion engine management module stops running.

[0061] In some embodiments, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to vehicle operating conditions, includes: When the ambient temperature is lower than the preset temperature threshold and the vehicle power is lower than the target value, the fuel cell unit is controlled to be in an operating state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the fuel cell unit is transferred to the internal combustion engine unit and then the internal combustion engine unit is controlled to be in an operating state.

[0062] For example, when the vehicle needs to accelerate or climb a slope, the vehicle power demand exceeds the commonly used power range of the fuel cell engine (the commonly used power range is designed to be 0.6A / cm2-1.2A / cm2, corresponding to a fuel cell engine power of 80kW-150kW). At this time, the internal combustion engine unit is started to work together with the fuel cell unit. At this time, the hydrogen internal combustion engine management module does not need to provide heat to the fuel cell management module. The fuel cell thermal management module can maintain the operating temperature of the fuel cell stack in the fuel cell unit by itself and close the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module.

[0063] When the temperature is low, the fuel cell engine works alone and outputs power. When encountering conditions that require climbing or rapid acceleration, the hydrogen internal combustion engine starts. At this time, it is necessary to open the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module in advance and start the water pump. Heat is provided to the hydrogen internal combustion engine management module through the fuel cell management module, thereby using the waste heat of the fuel cell to heat the hydrogen internal combustion engine cylinder.

[0064] For another example, when the vehicle is idling, the hydrogen internal combustion engine is not started, and the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is closed.

[0065] When the vehicle is cruising at high speed, the vehicle's required power is provided by the fuel cell engine. The fuel cell operates in the normal operating area and outputs power efficiently. The hydrogen internal combustion engine does not work. At this time, the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is closed, and the fuel cell management module operates alone.

[0066] In some embodiments, controlling the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to vehicle operating conditions, includes: When the internal combustion engine unit is in a stopped state, the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conducting state to transfer the heat of the internal combustion engine unit to the fuel cell unit.

[0067] For example, when the fuel cell is shut down, if the hydrogen internal combustion engine is working, the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is opened, and heat energy is provided to the fuel cell management module through the hydrogen internal combustion engine management module, so that the hydrogen internal combustion engine keeps the fuel cell warm while waiting for the fuel cell to start.

[0068] In some embodiments, when the temperature of the fuel cell management module is greater than 20°C, the third pipeline unit is enabled for heat dissipation until the radiator temperature drops to 20°C and then the third pipeline unit is stopped; if the temperature of the fuel cell management module is lower than 10°C, the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is reopened, and the hydrogen internal combustion engine management module provides heat energy to the fuel cell management module until the temperature of the fuel cell stack in the fuel cell unit rises.

[0069] The terms "first", "second", "third", "fourth" etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, device, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices. It should be understood that in the present application, "at least one (item)" refers to one or more, and "a plurality of" refers to two or more.

[0070] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0071] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0072] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0073] Although the description of the present application has been quite detailed and specifically describes several embodiments, it is not intended to be limited to any of these details or embodiments or any particular embodiment, but should be considered to provide a broad possible interpretation of these claims by reference to the appended claims, taking into account the prior art, so as to effectively cover the intended scope of the present application. In addition, the above description of the present application is based on the embodiments foreseen by the inventors, which is intended to provide a useful description, and those non-substantial changes to the present application that have not yet been foreseen may still represent equivalent changes to the present application.

Claims

1. A fuel cell and hydrogen internal combustion engine combined thermal management system, characterized in that: The system includes a fuel cell management module and a hydrogen internal combustion engine management module; The hydrogen internal combustion engine management module includes an internal combustion engine unit and a first heat exchange unit, wherein the first heat exchange unit is used for heat conduction with the internal combustion engine unit; The fuel cell management module includes a fuel cell unit and a second heat exchange unit, wherein the second heat exchange unit is used for heat conduction with the fuel cell unit; The output end of the first heat exchange unit is connected to the input end of the second heat exchange unit through a pipe, and the input end of the first heat exchange unit is connected to the output end of the second heat exchange unit through a pipe, and heat conduction is performed through the liquid in the pipe.

2. The combined thermal management system of fuel cell and hydrogen internal combustion engine according to claim 1, characterized in that: The second heat exchange unit includes a first pipe unit and a second pipe unit; The first end of the first pipe unit serves as the input end of the second heat exchange unit, the second end of the first pipe unit serves as the output end of the second heat exchange unit, and the first pipe unit is used for heat conduction with the fuel cell unit; The first end of the second pipe unit serves as the input end of the second heat exchange unit, the second end of the second pipe unit serves as the output end of the second heat exchange unit, the third end of the second pipe unit is used to input the coolant of the fuel cell unit, the fourth end of the second pipe unit is used to output the coolant of the fuel cell unit, and the second pipe unit is used to conduct heat conduction with the coolant of the fuel cell unit.

3. The combined thermal management system of fuel cell and hydrogen internal combustion engine according to claim 2, characterized in that: The second heat exchange unit further includes a third pipe unit; The third pipeline unit includes a heat dissipation subunit and a pipeline subunit; The input end of the heat dissipation subunit is used to input the coolant of the second pipe unit, the output end of the heat dissipation subunit is connected to the first end of the pipe subunit, and the heat dissipation subunit is used to perform heat dissipation processing on the coolant; The second end of the pipe subunit is used to output the coolant, the third end of the pipe subunit serves as the input end of the second heat exchange unit, and the fourth end of the pipe subunit serves as the output end of the second heat exchange unit.

4. The combined thermal management system of fuel cell and hydrogen internal combustion engine according to claim 2, characterized in that: The second heat exchange unit further includes a fourth pipe unit; The first end of the fourth pipe unit is used to input the exhaust gas discharged by the fuel cell unit, the second end of the fourth pipe unit is used to output the exhaust gas, the third end of the fourth pipe unit serves as the input end of the second heat exchange unit, and the fourth end of the fourth pipe unit serves as the output end of the second heat exchange unit.

5. The fuel cell and hydrogen internal combustion engine combined thermal management system according to any one of claims 2 to 4, characterized in that: The first pipeline unit is a shell with an internal cavity, and the internal cavity of the shell is used to place the fuel cell unit; The housing includes a first pipe layer and a second pipe layer; The first pipeline layer is used to transmit the coolant of the fuel cell unit, the output end of the first pipeline layer is connected to the third end of the second pipeline unit, and the input end of the first pipeline layer is connected to the fourth end of the second pipeline unit; The input end of the second pipeline layer serves as the first end of the first pipeline unit, and the output end of the second pipeline layer serves as the second end of the first pipeline unit.

6. The fuel cell and hydrogen internal combustion engine combined thermal management system according to any one of claims 2 to 4, characterized in that: The second pipeline unit is a first pipeline heat-insulating flow channel, the first pipeline heat-insulating flow channel includes a first pipeline and a second pipeline, the second pipeline is located in the first pipeline, and the liquid flow direction in the first pipeline is opposite to the liquid flow direction in the second pipeline; The input end of the first pipeline serves as the first end of the second pipeline unit, and the output end of the first pipeline serves as the second end of the second pipeline unit; The input end of the second pipeline serves as the third end of the second pipeline unit, and the output end of the second pipeline serves as the fourth end of the second pipeline unit.

7. A control method for a combined thermal management system of a fuel cell and a hydrogen internal combustion engine, characterized in that: The method is used to control the combined thermal management system of a fuel cell and a hydrogen internal combustion engine according to any one of claims 1 to 6, and the method comprises: The state of the fuel cell management module and the state of the hydrogen internal combustion engine management module are controlled according to the ambient temperature conditions, and the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module is controlled to be in an on or off state according to the vehicle operating conditions.

8. The control method according to claim 7, characterized in that: The controlling of the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating conditions, includes: When the ambient temperature is lower than a preset temperature threshold, the internal combustion engine unit is controlled to be in a working state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the internal combustion engine unit is transferred to the fuel cell unit and then the fuel cell unit is controlled to be in a working state.

9. The control method according to claim 7, characterized in that: The controlling of the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating conditions, includes: When the ambient temperature is lower than a preset temperature threshold and the vehicle power is lower than a target value, the fuel cell unit is controlled to be in an operating state, and by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conductive state, the heat of the fuel cell unit is transferred to the internal combustion engine unit and then the internal combustion engine unit is controlled to be in an operating state.

10. The control method according to claim 7, characterized in that: The controlling of the state of the fuel cell management module and the state of the hydrogen internal combustion engine management module according to the ambient temperature conditions, and controlling the connection channel between the fuel cell management module and the hydrogen internal combustion engine management module to be on or off according to the vehicle operating conditions, includes: When the internal combustion engine unit is in a stopped state, the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conducting state to transfer the heat of the internal combustion engine unit to the fuel cell unit.

Images