A combined thermal management system for a fuel cell and a hydrogen internal combustion engine and its control method

Abstract

This invention primarily relates to the fields of fuel cell and hydrogen internal combustion engine technology. It discloses a combined thermal management system for a fuel cell and a hydrogen internal combustion engine, and its control method. 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, which conducts heat with the internal combustion engine unit. The fuel cell management module includes a fuel cell unit and a second heat exchange unit, which conducts heat with the fuel cell unit. The output of the first heat exchange unit is connected to the input of the second heat exchange unit via a pipe, and the input of the first heat exchange unit is connected to the output of the second heat exchange unit via a pipe, with heat conduction occurring through liquid within the pipe. This technical solution achieves efficient waste heat recovery and reuse through the coordinated management of heat from the hydrogen internal combustion engine and the fuel cell, optimizing the overall energy utilization efficiency of the hybrid power system.

Description

Technical Field

[0001] This invention relates to the field of fuel cell and hydrogen internal combustion engine technology, specifically to a combined thermal management system for a fuel cell and a hydrogen internal combustion engine and its control method. Background Technology

[0002] With the development of new energy vehicle technology, fuel cell and internal combustion engine hybrid power systems have received widespread attention as a solution that combines high-efficiency energy conversion and low emissions. Fuel cells convert hydrogen and oxygen into electrical energy through a chemical reaction, offering advantages such as high energy density and environmental friendliness. However, their low-temperature start-up performance is poor, requiring a certain temperature for efficient operation, and their lifespan is easily affected by internal icing in low-temperature environments. Internal combustion engines, on the other hand, generate a large amount of waste heat during operation, which is typically released directly into the environment, resulting in energy waste. Furthermore, in the initial startup phase of a hydrogen internal combustion engine, the cylinder temperature is low, leading to increased cold friction and affecting engine performance and lifespan.

[0003] In existing technologies, the thermal management of fuel cells and internal combustion engines is typically conducted independently, lacking an effective coordination mechanism. The low-temperature start-up of fuel cells relies on external heating equipment, which not only increases system complexity and cost but also reduces energy utilization efficiency. While waste heat recovery technologies for internal combustion engines exist, they are rarely integrated with the heat requirements of fuel cells. This separate thermal management model limits the overall thermal utilization rate of hybrid power systems, failing to fully leverage the advantages of both fuel cells and internal combustion engines. Summary of the Invention

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

[0005] This invention provides a combined thermal management system for a fuel cell and a hydrogen internal combustion engine, the system comprising a fuel cell management module and a hydrogen internal combustion engine management module;

[0006] 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 to conduct heat with the internal combustion engine unit.

[0007] The fuel cell management module includes a fuel cell unit and a second heat exchange unit, wherein the second heat exchange unit is used to conduct heat with the fuel cell unit.

[0008] 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 is conducted through the liquid in the pipe.

[0009] Optionally, the second heat exchange unit includes a first pipe unit and a second pipe unit;

[0010] The first end of the first pipe unit serves as the input end of the second heat exchange unit, and the second end of the first pipe unit serves as the output end of the second heat exchange unit. The first pipe unit is used for heat conduction with the fuel cell unit.

[0011] 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 for heat conduction with the coolant of the fuel cell unit.

[0012] Optionally, the second heat exchange unit further includes a third piping unit;

[0013] The third pipe unit includes a heat dissipation subunit and a pipe subunit;

[0014] The input end of the heat dissipation subunit is used to input the coolant of the second pipe unit, and the output end of the heat dissipation subunit is connected to the first end of the pipe subunit. The heat dissipation subunit is used to dissipate heat from the coolant.

[0015] 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.

[0016] Optionally, the second heat exchange unit further includes a fourth piping unit;

[0017] The first end of the fourth pipeline unit is used to input the exhaust gas emitted by the fuel cell unit, the second end of the fourth pipeline unit is used to output the exhaust gas, the third end of the fourth pipeline unit serves as the input end of the second heat exchange unit, and the fourth end of the fourth pipeline unit serves as the output end of the second heat exchange unit.

[0018] Optionally, the first pipeline unit is a housing with an internal cavity, the internal cavity of which is used to house the fuel cell unit;

[0019] The housing includes a first pipe layer and a second pipe layer;

[0020] The first pipe layer is used to transport the coolant of the fuel cell unit. The output end of the first pipe layer is connected to the third end of the second pipe unit, and the input end of the first pipe layer is connected to the fourth end of the second pipe unit.

[0021] The input end of the second pipe layer serves as the first end of the first pipe unit, and the output end of the second pipe layer serves as the second end of the first pipe unit.

[0022] Optionally, the second pipe unit is a first pipe insulation flow channel, the first pipe insulation flow channel includes a first pipe and a second pipe, the second pipe is located inside the first pipe, and the liquid flow direction in the first pipe is opposite to the liquid flow direction in the second pipe;

[0023] The input end of the first pipe serves as the first end of the second pipe unit, and the output end of the first pipe serves as the second end of the second pipe unit.

[0024] The input end of the second pipe serves as the third end of the second pipe unit, and the output end of the second pipe serves as the fourth end of the second pipe unit.

[0025] 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-mentioned combined thermal management systems of a fuel cell and a hydrogen internal combustion engine, the method comprising:

[0026] 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 open or closed according to the vehicle operating conditions.

[0027] Optionally, the step of controlling the state of the fuel cell management module and 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 in a conducting or closed state according to vehicle operating conditions, includes:

[0028] When the ambient temperature is lower than a preset temperature threshold, the internal combustion engine unit is controlled to be in working state, and the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conductive state, so that the heat of the internal combustion engine unit is transferred to the fuel cell unit and the fuel cell unit is controlled to be in working state.

[0029] Optionally, the step of controlling the state of the fuel cell management module and 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 in a conducting or closed state according to vehicle operating conditions, includes:

[0030] When the ambient temperature is lower than a preset temperature threshold and the vehicle power is lower than the target value, the fuel cell unit is controlled to be in working state, and the heat of the fuel cell unit is transferred to the internal combustion engine unit by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conducting state, and then the internal combustion engine unit is controlled to be in working state.

[0031] Optionally, the step of controlling the state of the fuel cell management module and 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 in a conducting or closed state according to vehicle operating conditions, includes:

[0032] 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 conductive state so as to transfer the heat of the internal combustion engine unit to the fuel cell unit.

[0033] The present invention has at least the following beneficial effects:

[0034] This application's technical solution achieves coordinated heat management through a thermal management system for both the fuel cell and the hydrogen internal combustion engine. Waste heat generated by the internal combustion engine unit in the hydrogen internal combustion engine management module is transferred to liquid in a pipeline via a first heat exchange unit; waste heat generated by the fuel cell unit in the fuel cell management module is transferred to liquid in the pipeline via a second heat exchange unit. The pipeline connection allows for bidirectional heat transfer between the two heat exchange units: waste heat from the internal combustion engine can be used for fuel cell insulation or heating, improving the fuel cell's low-temperature start-up performance and extending its lifespan; waste heat from the fuel cell can be used for heating or insulation of the hydrogen internal combustion engine, reducing cylinder cold friction during cold starts. This efficient heat recovery and reuse optimizes the overall energy utilization efficiency of the hybrid power system, avoids disorderly waste heat emissions, fully leverages the synergistic advantages of the fuel cell and the internal combustion engine, and improves the system's overall performance and economy. Attached Figure Description

[0035] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0036] Figure 1This is a schematic diagram of a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0037] Figure 2 This is a schematic diagram of the hydrogen internal combustion engine management module in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0038] Figure 3 This is a schematic diagram of the fuel cell management module in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0039] Figure 4 This is a schematic diagram of the structure of the first pipeline unit in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0040] Figure 5 This is a schematic cross-sectional view of the insulated flow channel in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0041] Among them, 101 is the internal combustion engine unit; 102 is the first heat exchange unit; 103 is the radiator; 201 is the first pipeline unit; 202 is the second pipeline unit; 203 is the third pipeline unit; 204 is the fourth pipeline unit; 301 is the 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 Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0043] The researchers in this application discovered that current commercial vehicle power systems are singular, either driven by fuel cell systems or internal combustion engines. To simultaneously meet national dual-carbon strategic goals and achieve high-efficiency vehicle operation under existing vehicle conditions, and to ensure complementary use of power systems based on their characteristics and vehicle operating conditions, the thermal management systems of the fuel cell and internal combustion engine can complement each other under different operating conditions, effectively improving the thermal efficiency of both powertrains. Existing powertrain solutions include similar hybrid schemes, such as the paper "Proton Exchange Membrane Fuel Cell and Hydrogen Internal Combustion Engine Hybrid Power System" from Beijing Institute of Technology, as shown in the figure below. However, these only describe power mixing and do not involve the coupled application of thermal management systems. Therefore, this patent proposes a thermal management system scheme based on the combined application of the two powertrains.

[0044] The disadvantages of hydrogen internal combustion engines include low efficiency and nitrogen oxide emissions, while fuel cells suffer from high cost, short lifespan, and slow response. Only by integrating these two power sources to create a complementary advantage can they be competitive. This is the hybrid thermoelectric powertrain system. Vehicles using this system share an onboard hydrogen storage system for refueling. Due to the high efficiency of fuel cells, the vehicle's primary power source is the fuel cell engine. During long-distance acceleration, hill climbing, and high-speed driving, both the hydrogen internal combustion engine and the fuel cell engine work together to drive the vehicle. When the vehicle needs short-term rapid acceleration, the hydrogen internal combustion engine quickly replenishes the power demand and then gradually de-energizes, avoiding rapid load changes in the fuel cell and extending its lifespan. When the vehicle is parked overnight, the hydrogen internal combustion engine should be started first to warm up the engine, heating the coolant system and fuel cell system. During driving, frequent start-stop of the fuel cell should be avoided as much as possible.

[0045] In existing technologies, the thermal management of fuel cells and internal combustion engines is typically conducted independently, lacking an effective coordination mechanism. The low-temperature start-up of fuel cells relies on external heating equipment, which not only increases system complexity and cost but also reduces energy utilization efficiency. While waste heat recovery technologies for internal combustion engines exist, they are rarely integrated with the heat requirements of fuel cells. This separate thermal management model limits the overall thermal utilization rate of hybrid power systems, failing to fully leverage the advantages of both fuel cells and internal combustion engines.

[0046] Therefore, this application proposes a combined thermal management system and control method for a fuel cell and a hydrogen internal combustion engine. Through the coordinated management of heat from the hydrogen internal combustion engine and the fuel cell, efficient recovery and reuse of waste heat are achieved, optimizing the overall energy utilization efficiency of the hybrid power system. The following are embodiments of the technical solution of this application:

[0047] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0048] This embodiment provides a combined thermal management system for a fuel cell and a hydrogen internal combustion engine, the system including a fuel cell management module and a hydrogen internal combustion engine management module.

[0049] The hydrogen internal combustion engine management module includes an internal combustion engine unit and a first heat exchange unit, which is used for heat transfer with the internal combustion engine unit.

[0050] The fuel cell management module includes a fuel cell unit and a second heat exchange unit, which is used for heat transfer with the fuel cell unit.

[0051] 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, with heat conduction occurring through the liquid in the pipe.

[0052] Understandably, the technical solution of this application achieves coordinated heat management through the thermal management systems of the fuel cell and the hydrogen internal combustion engine. Waste heat generated by the internal combustion engine unit in the hydrogen internal combustion engine management module is conducted to the liquid in the pipeline via the first heat exchange unit; waste heat generated by the fuel cell unit in the fuel cell management module is conducted to the liquid in the pipeline via the second heat exchange unit. The pipeline connection allows for the circulation of liquid between the two heat exchange units, achieving bidirectional heat transfer: the waste heat from the internal combustion engine can be used for insulation or heating of the fuel cell, improving its low-temperature start-up performance and extending its service life; the waste heat from the fuel cell can be used for heating or insulation of the hydrogen internal combustion engine, reducing cylinder cold friction during cold starts. This efficient heat recovery and reuse optimizes the overall energy utilization efficiency of the hybrid power system, avoids the disorderly emission of waste heat, fully leverages the synergistic advantages of the fuel cell and the internal combustion engine, and improves the overall performance and economy of the system.

[0053] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the hydrogen internal combustion engine management module in a combined thermal management system for fuel cells and hydrogen internal combustion engines.

[0054] like Figure 2 As shown, the first heat exchange unit 102 includes an output end and an input end, both of which transmit liquid through pipes in the direction of the arrows. It is understood that the pipes transmitting the liquid can be controlled to open or close via valves.

[0055] 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 pipes. In the first heat exchange unit 102, the coolant of the internal combustion engine unit 101 is transferred to the radiator 103 through pipes for heat dissipation.

[0056] Please refer to Figure 3 , Figure 3 This is a schematic diagram of the fuel cell management module in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0057] In some embodiments, the second heat exchange unit includes a first pipe unit 201 and a second pipe unit 202.

[0058] 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.

[0059] 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 for heat conduction with the coolant of the fuel cell unit.

[0060] Understandably, the addition of a second heat exchange unit with a separate piping design further optimizes heat management and utilization efficiency. The first piping unit 201 is specifically designed for heat conduction with the fuel cell unit, ensuring that the fuel cell's heat is efficiently transferred to the heat exchange system. The second piping unit 202 introduces fuel cell coolant, achieving uniform distribution and precise control of heat within the fuel cell through coolant circulation. This separate piping design makes fuel cell heat management more flexible and efficient, utilizing waste heat from the internal combustion engine to insulate or heat the fuel cell, and regulating the fuel cell's operating temperature through coolant to prevent overheating or overcooling from affecting fuel cell performance. Simultaneously, coolant recycling reduces the need for additional cooling equipment, lowering system complexity and cost. Overall, this improvement further enhances the heat utilization efficiency of the fuel cell and hydrogen internal combustion engine hybrid power system, strengthening system reliability and economy.

[0061] In some embodiments, the second heat exchange unit further includes a third pipe unit 203; the third pipe unit 203 includes a heat dissipation subunit and a pipe subunit.

[0062] The input end of the heat dissipation subunit is used to input the coolant of the second pipe unit 202, and the output end of the heat dissipation subunit is connected to the first end of the pipe subunit. The heat dissipation subunit is used to dissipate heat from the coolant.

[0063] The second end of the pipe subunit is used to output 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.

[0064] Understandably, the addition of the third piping unit 203 further enhances the system's thermal management capabilities. The heat dissipation subunit in the third piping unit 203 can dissipate heat from the coolant in the second piping unit 202, effectively regulating the coolant temperature and preventing overheating from adversely affecting the fuel cell. Simultaneously, the cooled coolant circulates back to the second heat exchange unit through the piping subunit, achieving dynamic heat balance and reuse. This design not only optimizes the fuel cell's thermal management, ensuring efficient operation within a suitable temperature range, but also further improves the system's heat utilization efficiency through the regulating effect of the heat dissipation subunit, reducing energy loss 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 power system.

[0065] In some embodiments, the second heat exchange unit further includes a fourth pipe unit 204;

[0066] 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.

[0067] Understandably, adding a fourth piping unit 204 to the existing technical solution further expands the heat recovery channels of the thermal management system. The fourth piping unit 204 is specifically designed to process the exhaust gas emitted by the fuel cell unit, transferring the heat from the exhaust gas to the system's circulating liquid via heat exchange. This improvement allows for the recovery and reuse of exhaust gas heat that might otherwise be wasted, further enhancing the system's heat utilization rate. Simultaneously, 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 start-up performance and operating efficiency of the hybrid power system in low-temperature environments. Overall, the system achieves more efficient energy utilization, reduced operating costs, and significantly improved comprehensive performance.

[0068] An air compressor supplies air to the fuel cell. The air enters the fuel cell unit through the stack air inlet, undergoes a chemical reaction in the fuel cell, and is then discharged as exhaust gas. The heat energy of the exhaust gas is recovered through the fourth piping unit 204.

[0069] In the fuel cell management module, the coolant absorbs the heat generated by the fuel cell unit, causing its temperature to rise.

[0070] In the second piping unit 202, hot coolant enters the thermostat through a small circulation channel, and the thermostat adjusts the flow direction according to the coolant temperature. If the temperature is high, the coolant enters the third piping unit 203 for heat dissipation; if the temperature is low, the coolant returns directly to the first piping unit 201.

[0071] The coolant flows from the third piping unit 203, where it is pressurized by an electric water pump, to the fuel cell unit.

[0072] Please refer to Figure 4 , Figure 4 This is a schematic diagram of the structure of the first pipeline unit in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0073] In some embodiments, the first pipe unit 201 is a housing with an internal cavity, the internal cavity of which is used to house the fuel cell unit 301.

[0074] The shell includes a first pipe layer and a second pipe layer.

[0075] The first pipe layer is used to transmit the coolant of the fuel cell unit 301. The output end of the first pipe layer is connected to the third end of the second pipe unit, and the input end of the first pipe layer is connected to the fourth end of the second pipe unit.

[0076] The input end of the second pipe layer serves as the first end of the first pipe unit 201, and the output end of the second pipe layer serves as the second end of the first pipe unit 201.

[0077] Understandably, in this embodiment, the internal cavity of the housing directly accommodates the fuel cell unit 301, simplifying the system layout and improving space utilization. The arrangement of the first and second pipe layers allows for more orderly inflow and outflow of coolant, enhancing heat exchange efficiency. This design not only optimizes the coolant flow path and reduces energy loss but also improves the performance and lifespan 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 power system.

[0078] Please refer to Figure 5 , Figure 5 This is a schematic cross-sectional view of the insulated flow channel in a combined thermal management system for a fuel cell and a hydrogen internal combustion engine.

[0079] In some embodiments, the second pipe unit is a first pipe insulation flow channel, the first pipe insulation flow channel includes a first pipe and a second pipe, the second pipe is located inside the first pipe, and the liquid flow direction in the first pipe is opposite to the liquid flow direction in the second pipe; the input end of the first pipe is the first end of the second pipe unit, the output end of the first pipe is the second end of the second pipe unit; the input end of the second pipe is the third end of the second pipe unit, and the output end of the second pipe is the fourth end of the second pipe unit.

[0080] It is understandable that this embodiment achieves counter-current flow of coolant in the internal and external pipes by setting up a first insulated flow channel. This counter-current design enhances heat exchange efficiency. Furthermore, counter-current heat exchange helps reduce system energy loss, improves the overall performance of the thermal management system, and makes the hybrid power system more energy-efficient and effective.

[0081] In some embodiments, the pipe subunit is a second insulated flow channel, which includes a third pipe and a fourth pipe. The fourth pipe is located inside the third pipe, and the liquid flow direction inside the third pipe is opposite to the liquid flow direction inside the fourth pipe. The input end of the third pipe serves as the third end of the pipe subunit, and the output end of the third pipe serves as the fourth end of the pipe subunit. The input end of the fourth pipe serves as the first end of the pipe subunit, and the output end of the fourth pipe serves as the second end of the pipe subunit.

[0082] In some embodiments, the fourth pipe unit is a third insulated flow channel, which includes a fifth pipe and a sixth pipe. The sixth pipe is located inside the fifth pipe, and the liquid flow direction inside the fifth pipe is opposite to the liquid flow direction inside the sixth pipe. The input end of the fifth pipe serves as the third end of the fourth pipe unit, and the output end of the fifth pipe serves as the fourth end of the fourth pipe unit. The input end of the sixth pipe serves as the first end of the fourth pipe unit, and the output end of the sixth pipe serves as the second end of the pipe subunit.

[0083] This 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 includes:

[0084] The status of the fuel cell management module and 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 open or closed according to the vehicle operating conditions.

[0085] It is understood 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 achieves optimal thermal management performance under different conditions. For example, in low-temperature environments, the waste heat of the internal combustion engine can be preferentially used to heat the fuel cell, improving its start-up speed and operating efficiency; while in high-temperature environments, the cooling of the fuel cell can be increased to prevent overheating. In addition, by controlling the opening or closing of the connection channels, the distribution and flow of heat can be flexibly adjusted, further improving energy utilization efficiency and reducing energy loss. This intelligent control not only enhances 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 power system.

[0086] In some embodiments, controlling the state of the fuel cell management module and 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 in an on or off state according to vehicle operating conditions, includes:

[0087] When the ambient temperature is lower than the preset temperature threshold, the internal combustion engine unit is controlled to be in working state, and the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conducting state, so that the heat of the internal combustion engine unit is transferred to the fuel cell unit and the fuel cell unit is controlled to be in working state.

[0088] For example, when the vehicle starts in low temperatures during winter, the hydrogen internal combustion engine is started first to generate electricity and drive the vehicle. At the same time, 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 starts at room temperature, the fuel cell engine is started first, the fuel cell unit runs, the internal combustion engine unit does not start, the fuel cell management module runs independently, and the hydrogen internal combustion engine management module stops running.

[0089] In some embodiments, controlling the state of the fuel cell management module and 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 in an on or off state according to vehicle operating conditions, includes:

[0090] 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 working 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, and 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 working state.

[0091] For example, when a vehicle needs to accelerate or climb a hill, the vehicle's power demand exceeds the fuel cell engine's normal power range (the normal 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 and works together with the fuel cell unit. In this case, 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 stack operating temperature in the fuel cell unit on its own and close the valve of the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module.

[0092] When the temperature is low, the fuel cell engine operates independently. When encountering conditions that require climbing hills 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 cylinder of the hydrogen internal combustion engine.

[0093] For example, when the vehicle is idling, the hydrogen internal combustion engine does not start, and the valve in the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is closed.

[0094] When the vehicle is cruising at high speed, the power required by the vehicle is provided by the fuel cell engine. The fuel cell operates in the commonly used range 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 independently.

[0095] In some embodiments, controlling the state of the fuel cell management module and 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 in an on or off state according to vehicle operating conditions, includes:

[0096] 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 kept in a conductive state to transfer the heat of the internal combustion engine unit to the fuel cell unit.

[0097] For example, when the fuel cell is shut down, if the hydrogen internal combustion engine is running, the valve on the pipeline between the fuel cell management module and the hydrogen internal combustion engine management module is opened, and heat energy is supplied 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 and waits for the fuel cell to start.

[0098] In some embodiments, when the temperature of the fuel cell management module is greater than 20°C, the third pipeline unit is activated for heat dissipation until the radiator temperature drops to 20°C and then the operation of 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.

[0099] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, apparatus, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. It should be understood that in this application, “at least one” means one or more, and “more than one” means two or more.

[0100] In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0101] The units described as separate components may or may not be physically separate. 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0102] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0103] Although the description of this application has been quite detailed and particularly focused on several of the described embodiments, it is not intended to limit itself to any of these details or embodiments or any particular embodiment. Rather, it should be considered as effectively covering the intended scope of this application by referring to the appended claims and taking into account the prior art, which provides for a broad possible interpretation of these claims. Furthermore, the foregoing description of this application with respect to embodiments foreseeable by the inventors is intended to provide a useful description, and non-substantial modifications to this application that have not yet been foreseen may still represent equivalent modifications.

Claims

1. A combined thermal management system for a fuel cell and a hydrogen internal combustion engine, 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 to conduct heat 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 to conduct heat 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 is conducted through the liquid in the pipe; 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, and the second end of the first pipe unit serves as the output end of the second heat exchange unit. The first pipe unit is used for heat conduction with the fuel cell unit. The first pipeline unit is a housing with an internal cavity, the internal cavity of which is used to house the fuel cell unit; The housing includes a first pipe layer and a second pipe layer; The first pipe layer is used to transport the coolant of the fuel cell unit. The output end of the first pipe layer is connected to the third end of the second pipe unit, and the input end of the first pipe layer is connected to the fourth end of the second pipe unit. The input end of the second pipe layer serves as the first end of the first pipe unit, and the output end of the second pipe layer serves as the second end of the first pipe 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 for heat conduction with the coolant of the fuel cell unit. 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 inside the first pipeline. 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 pipe serves as the first end of the second pipe unit, and the output end of the first pipe serves as the second end of the second pipe unit. The input end of the second pipe serves as the third end of the second pipe unit, and the output end of the second pipe serves as the fourth end of the second pipe unit.

2. The combined thermal management system for fuel cells and hydrogen internal combustion engines according to claim 1, characterized in that, The second heat exchange unit also includes a third piping unit; The third pipe unit includes a heat dissipation subunit and a pipe subunit; The input end of the heat dissipation subunit is used to input the coolant of the second pipe unit, and the output end of the heat dissipation subunit is connected to the first end of the pipe subunit. The heat dissipation subunit is used to dissipate heat from 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.

3. The combined thermal management system for fuel cells and hydrogen internal combustion engines according to claim 1, characterized in that, The second heat exchange unit also includes a fourth piping unit; The first end of the fourth pipeline unit is used to input the exhaust gas emitted by the fuel cell unit, the second end of the fourth pipeline unit is used to output the exhaust gas, the third end of the fourth pipeline unit serves as the input end of the second heat exchange unit, and the fourth end of the fourth pipeline unit serves as the output end of the second heat exchange unit.

4. 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 3, 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 open or closed according to the vehicle operating conditions.

5. The control method according to claim 4, characterized in that, The method of controlling the state of the fuel cell management module and 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 in a conducting or closed state according to 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 working state, and the heat exchange channel between the first heat exchange unit and the second heat exchange unit is controlled to be in a conductive state, so that the heat of the internal combustion engine unit is transferred to the fuel cell unit and the fuel cell unit is controlled to be in working state.

6. The control method according to claim 4, characterized in that, The method of controlling the state of the fuel cell management module and 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 in a conducting or closed state according to vehicle operating conditions, includes: When the ambient temperature is lower than a preset temperature threshold and the vehicle power is lower than the target value, the fuel cell unit is controlled to be in working state, and the heat of the fuel cell unit is transferred to the internal combustion engine unit by controlling the heat exchange channel between the first heat exchange unit and the second heat exchange unit to be in a conducting state, and then the internal combustion engine unit is controlled to be in working state.

7. The control method according to claim 4, characterized in that, The method of controlling the state of the fuel cell management module and 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 in a conducting or closed state 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 conductive state so as to transfer the heat of the internal combustion engine unit to the fuel cell unit.

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