A thermal management control system and method for a liquid-cooled hydrogen fuel cell system for an aircraft

Abstract

The present application relates to the technical field of unmanned aerial vehicle power system thermal management, and discloses a thermal management control system and method for a liquid-cooled hydrogen fuel cell system of an aircraft, wherein the thermal management control system has a fuel cell cooling circuit and an airborne equipment cooling circuit, the temperature difference between the inlet and outlet of the electric pile is controlled through a first thermostat, a first water pump and a heat dissipation unit, and the two circuits are coupled through a heat exchange assembly. The thermal management control method adjusts the opening degree of the thermostat and the rotating speed of the water pump based on the inlet temperature of the electric pile and the temperature difference between the inlet and outlet, closes the thermostat to realize rapid heating during the starting stage of the fuel cell system, couples the airborne equipment circuit for heat dissipation during low-power operation, and parallelly connects multiple heat dissipation units for heat dissipation during high-power operation. The present application breaks through the limitation of traditional heat dissipation relying on propellers or skin airflow, realizes temperature control in all working conditions of ground debugging and high-altitude flight, significantly widens the heat dissipation power range of the thermal management control system, and improves the energy utilization rate.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of unmanned aerial vehicle power system thermal management, in particular to a thermal management control system and method of a liquid-cooled hydrogen fuel cell system for an aircraft. BACKGROUND

[0002] The hydrogen fuel cell system has the characteristics of high heat generation, low working temperature, and temperature-sensitive performance when working. The current mainstream hydrogen fuel cell system has a working temperature of 60-80℃, and the performance of the hydrogen fuel cell is very sensitive to temperature fluctuations. A lower temperature will cause performance degradation, and a higher temperature will cause life degradation. According to different heat dissipation methods, the hydrogen fuel cell system for an aircraft mainly includes an air-cooled hydrogen fuel cell system and a liquid-cooled hydrogen fuel cell system. The air-cooled hydrogen fuel cell system has a relatively low power, generally not more than 5kw, and the heat dissipation design is relatively simple, and oxygen supply and heat dissipation are achieved by the same set of fans. The liquid-cooled hydrogen fuel cell system has a relatively high output power, which can be up to more than 200kw. When the aircraft / unmanned aerial vehicle is large, a suitable thermal management system and control method are needed to meet the temperature control requirements of the fuel cell system when using the liquid-cooled hydrogen fuel cell system as the power source.

[0003] The current mainstream heat dissipation design scheme includes: combining the heat dissipation requirements of the fuel cell system with the airflow of the skin and the propeller to design a skin heat dissipation and a propeller / ducted propeller heat dissipation. However, the skin heat dissipation requires airflow passing through the outer surface of the aircraft, and the propeller / ducted propeller heat dissipation requires a certain rotational speed of the propeller. This heat dissipation form that couples the heat dissipation of the hydrogen fuel cell system with the rotational speed of the propeller / skin surface airflow speed is not applicable in some application scenarios, such as the ground debugging stage of the aircraft, when the fuel cell needs to maintain a certain power and the propeller cannot have too high a rotational speed or cannot be started. At this time, a thermal management scheme is needed that can efficiently achieve stable temperature control on the ground and in the air of the aircraft, and as much as possible provides a wider heat dissipation power range to achieve the purpose of improving the heat dissipation utilization efficiency. SUMMARY

[0004] In view of the problems and deficiencies of the prior art, the present application provides a thermal management control system and method of a liquid-cooled hydrogen fuel cell system for an aircraft, which realizes high-precision temperature control of the liquid-cooled hydrogen fuel cell system in the ground debugging, air flight and other scenarios, and significantly improves the heat dissipation utilization efficiency of the system.

[0005] In order to achieve the above-mentioned application purposes, the technical solutions of the present application are as follows:

[0006] The application discloses a thermal management control system of a liquid-cooled hydrogen fuel cell system for an airplane, and the system comprises a fuel cell cooling loop and an airborne equipment cooling loop.

[0007] In an initial operation stage of the fuel cell system, the first thermostat is controlled to be closed, the cooling liquid is returned to the stack through the first water pump, the first thermostat and the first three-way pipe, and the cooling liquid is used for heat preservation in a stack starting stage to realize rapid temperature rise of the stack.

[0008] In a small-power state operation of the fuel cell system, the first thermostat is controlled to be closed, the cooling liquid is returned to the stack through the first water pump, the first thermostat and the first three-way pipe, and the airborne equipment cooling loop is coupled to the fuel cell cooling loop and is configured to exchange heat with the fuel cell cooling loop to realize heat dissipation of the stack.

[0009] With the temperature rise of the cooling liquid, the first thermostat is controlled to be opened, the cooling liquid is returned to the stack through the first thermostat and / or the first thermostat, the heat dissipation unit and the first three-way pipe, and the airborne equipment cooling loop is coupled to the fuel cell cooling loop and is configured to exchange heat with the fuel cell cooling loop to realize rapid heat dissipation of the stack.

[0010] The heat dissipation unit comprises a four-way valve, a plate-type radiator, a skin radiator and a ducted propeller radiator, the four-way valve is connected with the first thermostat, and the plate-type radiator, the skin radiator and the ducted propeller radiator are connected in parallel, one end of which is connected with the four-way valve and the other end of which is connected with the first three-way pipe.

[0011] Preferably, when the first thermostat is fully opened, the cooling liquid is returned to the stack through the first thermostat, the heat dissipation unit and the first three-way pipe.

[0012] When the opening degree of the first thermostat is between 0 and 100 percent, the cooling liquid is returned to the stack through the first thermostat and the first three-way pipe and through the first thermostat, the heat dissipation unit and the first three-way pipe.

[0013] Preferably, the fuel cell cooling loop and the airborne equipment cooling loop are coupled to each other through a heat exchange assembly to realize heat exchange.

[0014] Preferably, the heat exchange assembly is arranged between the first three-way pipe and the stack and comprises a second thermostat and a second three-way pipe arranged in sequence along the flow direction of the cooling liquid, and a heat exchanger is arranged between the second thermostat and the second three-way pipe, the heat exchanger is also connected into the airborne equipment cooling loop, and the coupling between the fuel cell cooling loop and the airborne equipment cooling loop is realized to exchange heat.

[0015] As preferably, when the second thermostat is fully closed, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the second thermostat and the second three-way pipe;

[0016] As preferably, when the second thermostat is fully opened, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the heat exchanger and the second three-way pipe;

[0017] As preferably, when the second thermostat is opened between 0-100%, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the second thermostat and the second three-way pipe, and through the first thermostat, the first three-way pipe, the second thermostat, the heat exchanger and the second three-way pipe.

[0018] As preferably, the fuel cell cooling circuit further comprises an expansion tank, which is in communication with the inlet of the first water pump and the inlet of the stack, respectively.

[0019] As preferably, the fuel cell cooling circuit further comprises a deionization tank, which is in communication with the outlet of the heat dissipation unit and the inlet of the expansion tank, respectively.

[0020] As preferably, the airborne equipment cooling circuit comprises a second water pump, a DC / DC, an airborne electronic heat source and an auxiliary heat sink which are sequentially and in series arranged in the cooling circuit along the flow direction of the cooling liquid, and the heat exchanger is coupled between the airborne electronic heat source and the auxiliary heat sink.

[0021] Based on the same inventive concept, another aspect of the present application further discloses a thermal management control method of a liquid-cooled hydrogen fuel cell system for an aircraft, which is realized based on the above-mentioned thermal management control system and comprises the following contents:

[0022] Step S1. Obtain the opening degree of the thermostat and the rotating speed of the water pump;

[0023] Step S2. Collect the stack inlet cooling liquid temperature and the temperature difference of the stack inlet and outlet cooling liquid, judge the relationship between the current stack inlet cooling liquid temperature and the stack inlet and outlet cooling liquid temperature difference and the target stack inlet cooling liquid temperature and the target stack inlet and outlet cooling liquid temperature difference, and adjust the opening degree of the thermostat and the rotating speed of the water pump; wherein,

[0024] If the current stack inlet cooling liquid temperature < the target stack inlet cooling liquid temperature, and the current stack inlet and outlet cooling liquid temperature difference < the target stack inlet and outlet cooling liquid temperature difference, the opening degree of the thermostat is reduced and the rotating speed of the water pump is decreased;

[0025] If the current stack inlet cooling liquid temperature < the target stack inlet cooling liquid temperature, and the current stack inlet and outlet cooling liquid temperature difference ≥ the target stack inlet and outlet cooling liquid temperature difference, the opening degree of the thermostat is reduced and the rotating speed of the water pump is increased;

[0026] If the current stack inlet coolant temperature is greater than or equal to the stack inlet coolant target temperature and the current stack inlet-outlet coolant temperature difference is less than the stack inlet-outlet coolant target temperature difference, increase the opening of the thermostat and decrease the speed of the water return pump;

[0027] If the current stack inlet coolant temperature is greater than the stack inlet coolant target temperature and the current stack inlet-outlet coolant temperature difference is greater than the stack inlet-outlet coolant target temperature difference, increase the opening of the thermostat and increase the speed of the water return pump;

[0028] If the current stack inlet coolant temperature is equal to the stack inlet coolant target temperature and the current stack inlet-outlet coolant temperature difference is equal to the stack inlet-outlet coolant target temperature difference, maintain the current opening of the thermostat, the speed of the water pump, and the heat dissipation amount of the heat dissipation unit.

[0029] Preferably, if the current stack inlet coolant temperature is less than the stack inlet coolant target temperature and the current stack inlet-outlet coolant temperature difference is less than the stack inlet-outlet coolant target temperature difference, adjust and control the opening of the thermostat and the speed of the water pump according to the current opening of the thermostat and the speed of the water pump to achieve temperature control; wherein,

[0030] If the first thermostat opening is 0, further determine whether the current second thermostat opening is 0; if yes, maintain the current first thermostat and second thermostat openings as 0; otherwise, decrease the second thermostat opening;

[0031] If the first thermostat opening is not 0, decrease the first thermostat opening;

[0032] If the first water pump speed is the lowest speed value R 1min , maintain the current speed;

[0033] If the first water pump speed is greater than the lowest speed value R 1min , decrease the first water pump speed.

[0034] Preferably, if the current stack inlet coolant temperature is less than the stack inlet coolant target temperature and the current stack inlet-outlet coolant temperature difference is greater than or equal to the stack inlet-outlet coolant target temperature difference, adjust and control the opening of the thermostat and the speed of the water pump according to the current opening of the thermostat and the speed of the water pump to achieve temperature control; wherein,

[0035] If the first thermostat opening is 0, further determine whether the current second thermostat opening is 0; if yes, maintain the current first thermostat and second thermostat openings as 0; otherwise, decrease the second thermostat opening;

[0036] If the first thermostat opening is not 0, decrease the first thermostat opening;

[0037] If the first water pump speed is the highest speed value R 1maxfurther determine whether to trigger the liquid-cooled hydrogen fuel cell temperature protection; if yes, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current speed;

[0038] if the first water pump speed is lower than the speed maximum value R 1max , increase the first water pump speed.

[0039] As preferably, the current stack inlet coolant temperature ≥ the stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference < the stack inlet and outlet coolant target temperature difference, according to the current thermostat opening degree, the heat dissipation unit heat dissipation amount and the water pump speed, adjust and control the thermostat opening degree, the heat dissipation unit heat dissipation amount and the water pump speed, to realize temperature control; wherein,

[0040] if the second thermostat opening degree is lower than 100%, increase the second thermostat opening degree;

[0041] if the second thermostat opening degree is full opening, further determine whether the first thermostat opening degree is full opening; if yes, keep the current first thermostat and second thermostat full opening degree; otherwise, increase the first thermostat opening degree;

[0042] if the heat dissipation unit heat dissipation amount is maximum, further determine whether to trigger the liquid-cooled hydrogen fuel cell temperature protection; otherwise, increase the heat dissipation unit heat dissipation amount; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current heat dissipation unit heat dissipation amount;

[0043] if the first water pump speed is the speed minimum value R 1min , keep the current speed, otherwise reduce the speed.

[0044] As preferably, the current stack inlet coolant temperature > the stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference > the stack inlet and outlet coolant target temperature difference, according to the current thermostat opening degree, the heat dissipation unit heat dissipation amount and the water pump speed, adjust and control the thermostat opening degree, the heat dissipation unit heat dissipation amount and the water pump speed, to realize temperature control; wherein,

[0045] if the second thermostat opening degree is lower than 100%, increase the second thermostat opening degree;

[0046] if the second thermostat opening degree is full opening, further determine whether the first thermostat opening degree is full opening; if yes, keep the current first thermostat and second thermostat full opening degree; otherwise, increase the first thermostat opening degree;

[0047] if the heat dissipation unit heat dissipation amount is maximum, further determine whether to trigger the liquid-cooled hydrogen fuel cell temperature protection; otherwise, increase the heat dissipation unit heat dissipation amount; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current heat dissipation unit heat dissipation amount;

[0048] If the first water pump speed is lower than the maximum speed R 1max , the first water pump speed is increased, otherwise it is determined whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, the output power of the liquid-cooled hydrogen fuel cell is reduced, otherwise the current first water pump speed is maintained as the maximum speed R 1max .

[0049] In the application, the heat management control method further comprises: collecting the outlet temperatures of the three heat sinks of the plate heat sink, the skin heat sink and the ducted propeller heat sink, and calculating the standard deviation of the outlet temperatures of the three heat sinks; if the standard deviation of the outlet temperatures is not 0, the four-way valve is adjusted, and the flow of the heat sink with the minimum outlet temperature is increased to increase the heat dissipation amount of the heat dissipation unit.

[0050] The application has the following beneficial effects:

[0051] 1. The heat management control system has high heat dissipation precision, the speed of the aircraft, the speed of the propeller and the heat dissipation amount of the heat dissipation unit are decoupled through the opening adjustment of the first thermostat, the controlled objects are the speed of the water pump, the openings of the two thermostats and the heat dissipation amount of the heat dissipation unit, and the control target is the inlet temperature and the temperature difference between the inlet and the outlet of the fuel cell system. Therefore, high control precision can be achieved under relatively simple and reliable control conditions (four controlled objects achieve two control targets).

[0052] 2. The application executes a multi-dimensional specific comprehensive heat management strategy on the heat management control system, can make the heat management control system provide a wider heat dissipation power, widen the upper and lower limits of the heat dissipation power of the heat management control system, and thus achieve the effect of improving the heat dissipation utilization efficiency.

[0053] 3. The heat management control system of the application can realize effective heat dissipation without starting the propeller when the aircraft is in the ground debugging stage.

[0054] 4. In the small power running stage of the fuel cell system, the heat dissipation of the electric pile is realized through the airborne equipment cooling circuit, and the effect of energy saving and efficiency increasing can be realized.

[0055] 5. The fuel cell cooling circuit and the airborne equipment cooling circuit are thermally coupled with each other in use, when the heat dissipation requirement of the fuel cell system is higher, the heat can be conducted to the airborne equipment cooling circuit through the heat exchanger, the high-efficiency heat dissipation of the fuel cell system is realized, on the contrary, when the heat dissipation requirement of the airborne equipment is higher, the heat in the airborne equipment cooling circuit can be conducted to the fuel cell cooling circuit through the heat exchanger. Moreover, the electronic heat source of the DC / DC electronic equipment in the airborne equipment cooling circuit can also be recovered through the heat exchanger, and used for preheating the electric pile, especially in cold winter, the energy consumption consumed when the fuel cell system starts can be significantly reduced.

[0056] 6、The thermal management control system of the present application can improve the temperature rise speed of the airborne hydrogen fuel cell system in the initial operation stage and reduce the preheating time. BRIEF DESCRIPTION OF DRAWINGS

[0057] The foregoing and the following detailed description of the present application will become more apparent when read in conjunction with the following drawings, in which:

[0058] Figure 1 The figure is a schematic diagram of the thermal management control system of the present application;

[0059] Figures 2-5 The figure is a flow chart of the thermal management method of the present application;

[0060] Figure 6 The figure is a flow chart of the heat dissipation amount adjustment of the heat dissipation unit of the present application.

[0061] In the figure:

[0062] 1, stack; 2, first water pump; 3, first thermostat; 4, heat dissipation unit; 5, first three-way pipe; 6, second thermostat; 7, second three-way pipe; 8, deionization tank; 9, expansion water tank; 10, auxiliary radiator; 11, second water pump; 12, DC / DC; 13, airborne electronic heat source; 14, heat exchanger; 4-0, four-way valve; 4-1, plate radiator; 4-2, skin radiator; 4-3, ducted propeller radiator. DETAILED DESCRIPTION

[0063] In order for those skilled in the art to better understand the technical solutions in the present application, the following will further illustrate the technical solutions for achieving the purposes of the present application through specific examples. It should be noted that the technical solutions claimed by the present application include but are not limited to the following examples. Based on the examples in the present application, all other examples obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present application.

[0064] The present embodiment discloses a thermal management control system for a liquid-cooled hydrogen fuel cell system of an airplane, Figure 1 The figure is a schematic diagram of the thermal management control system of the present application, as Figure 1 indicated, the thermal management control system is composed of two parts of heat dissipation circulation, i.e. a fuel cell cooling circuit and an airborne equipment cooling circuit. The fuel cell cooling circuit forms a first region of the thermal management control system and is configured to control the temperature of the cooling liquid entering the stack 1 and the temperature difference of the cooling liquid at the inlet and outlet of the stack 1. The airborne equipment cooling circuit forms a second region of the thermal management control system and is mainly used for heat dissipation of the airborne equipment. When the fuel cell system and the airborne equipment are started and operated, the above two cooling circuits are operated synchronously, the water pumps in the circuits are turned on, and the cooling liquid flows along the circuits in the directions indicated by the arrows in the figure. Figure 1The arrow direction shown flows. And, the fuel cell cooling loop and the airborne equipment cooling loop are in a coupling relationship, the side with high temperature transfers heat to the side with low temperature, and the two are coupled to each other through a heat exchange component to achieve heat exchange; wherein

[0065] The fuel cell cooling loop is composed of a cooling liquid main circulation and a cooling liquid auxiliary circulation. The cooling liquid main circulation is composed of a first water pump 2, a first thermostat 3, a heat dissipation unit 4, a first three-way pipe 5 and a stack 1 arranged in series along the cooling liquid flow direction. The first water pump 2 is connected to the outlet of the stack 1, and the first three-way pipe 5 is connected to the inlet of the stack 1. The cooling liquid auxiliary circulation is composed of the first water pump 2, the first thermostat 3, the first three-way pipe 5 and the stack 1 arranged in series along the cooling liquid flow direction. In the entire liquid-cooled hydrogen fuel cell system, the stack 1 is a device for generating electricity and heat by reacting hydrogen and oxygen, and is the largest heat source in the system. The cooling liquid main circulation is the main heat dissipation mode for the stack. The first water pump 2 is a device for making the cooling liquid flow in the fuel cell cooling loop, and the flow can be controlled by adjusting the speed, and the speed range is R 1min ~R 1max .

[0066] The heat exchange component is arranged between the first three-way pipe 5 and the stack 1, and includes a second thermostat 6 and a second three-way pipe 7 arranged in series along the cooling liquid flow direction. The pipeline between the second thermostat 6 and the second three-way pipe 7 has a heat exchanger 14, which is also connected to the airborne equipment cooling loop and communicates with the airborne equipment cooling loop. The second thermostat 6, the heat exchanger 14 and the second three-way pipe 7 form a heat exchange loop. Therefore, the fuel cell cooling loop and the airborne equipment cooling loop are coupled through the heat exchanger, and heat exchange is performed based on the heat exchange loop.

[0067] In the initial operation stage of the fuel cell system, the first thermostat 3 is controlled to be closed, and the cooling liquid flows in the cooling liquid auxiliary circulation, that is, the cooling liquid returns to the stack after passing through the first water pump 2, the first thermostat 3 and the first three-way pipe 5, and is used for heat preservation in the starting stage of the stack 1 to achieve rapid heating of the stack 1.

[0068] It can be understood that auxiliary heating devices such as PTC and the like can be added to the intermediate pipeline from the first thermostat 3 to the first three-way pipe 5 as needed, so as to accelerate the heating speed of the stack 1.

[0069] And, if the temperature of the airborne equipment cooling loop is higher than the temperature in the cooling liquid auxiliary circulation, the airborne equipment cooling loop can be coupled to the fuel cell cooling loop, and heat exchange is performed between the two, so that the heat of the airborne equipment cooling loop is transferred to the cooling liquid auxiliary circulation, thereby better and faster achieving the heating and heat preservation of the stack. Based on the above operation, the effect of energy saving and efficiency increasing can also be achieved, and the energy consumption can be reduced.

[0070] In the low power state operation stage of the fuel cell system, the first thermostat 3 is controlled to be closed, the cooling liquid flows in the cooling liquid auxiliary circulation, that is, the cooling liquid returns to the fuel cell stack 1 through the first thermostat 3 and the first three-way pipe 5, and the on-board equipment cooling loop is coupled to the fuel cell cooling loop and configured to exchange heat with the fuel cell cooling loop to achieve heat dissipation of the fuel cell stack 1.

[0071] At this time, since the heat generated by the fuel cell system is low in the low power operation stage, the cooling liquid auxiliary circulation loop and the coupled on-board equipment cooling loop can achieve good heat dissipation effect, and the main circulation is not needed, so that the energy consumption can be reduced and the heat dissipation power can be fully utilized.

[0072] With the increase of the operation power of the fuel cell system, the temperature of the cooling liquid gradually increases, the first thermostat 3 is controlled to be opened, the cooling liquid returns to the fuel cell stack 1 through the first thermostat 3 and the first three-way pipe 5 and / or the first thermostat 3, the heat dissipation unit 4 and the first three-way pipe 5, and the on-board equipment cooling loop is also coupled to the fuel cell cooling loop and configured to exchange heat with the fuel cell cooling loop to achieve rapid heat dissipation of the fuel cell stack 1.

[0073] In the embodiment described in the present application, the second water pump 11, the DC / DC 12, the on-board electronic heat source 13 and the auxiliary heat sink 10 are sequentially arranged in the on-board equipment cooling loop along the flow direction of the cooling liquid. The heat of the DC / DC 12, the on-board electronic heat source 13 and other equipment can be discharged through the auxiliary heat sink 10. The heat exchanger is coupled between the on-board electronic heat source 13 and the auxiliary heat sink 10.

[0074] It should be noted that the auxiliary heat sink 10 is used as an independent heat dissipation and is not coupled with the aircraft propeller, the skin heat sink and the like. The on-board electronic heat source 13 generally refers to the electronic devices on the aircraft that need to be cooled, which are treated as heat sources here.

[0075] Further, the heat dissipation unit 4 includes a four-way valve 401, a plate heat sink 4-1, a skin heat sink 4-2 and a ducted propeller heat sink 4-3, the four-way valve 4-0 is connected with the first thermostat 3, and the plate heat sink 4-1, the skin heat sink 4-2 and the ducted propeller heat sink 4-3 are connected in parallel, one end of which is connected with the four-way valve 4-0 and the other end is connected with the first three-way pipe 5.

[0076] The entire heat dissipation unit 4 is the main heat dissipation structure of the fuel cell cooling loop, and the four-way valve 4-0 is an adjusting and distributing device for adjusting the flow of the cooling liquid into the three heat sinks. The plate heat sink 4-1 is a common heat dissipation device, which will not be described in detail here. The skin heat sink 4-2 is a device for heat dissipation through the skin of the aircraft, and the ducted propeller heat sink 4-3 is a device for heat dissipation through the ducted propeller of the aircraft. These two heat dissipation devices are also conventional structures.

[0077] In the embodiments described in the present application, the opening degree of the first thermostat 3 and the second thermostat 6 directly affects the flow path of the coolant in the cooling circuit. Specifically, the first thermostat 3 is a switch that adjusts and distributes the flow of the coolant in the main coolant circulation and the auxiliary coolant circulation in the fuel cell cooling circuit. For example, according to the present application, when the first thermostat 3 is closed (0% opening degree), the coolant does not flow through the heat dissipation unit 4 and only flows in the auxiliary coolant circulation, and then returns to the stack 1 after passing through the first water pump 2, the first thermostat 3, and the first three-way pipe 5. When the first thermostat 3 is fully open (100% opening degree), the coolant does not enter the auxiliary coolant circulation and only flows in the main coolant circulation, and then returns to the stack 1 after passing through the first water pump 2, the first thermostat 3, the heat dissipation unit 4, and the first three-way pipe 5. When the opening degree of the first thermostat 3 is between 0% and 100%, the coolant flows in both the main coolant circulation and the auxiliary coolant circulation, and then returns to the stack 1 after passing through the first thermostat 3 and the first three-way pipe 5, and returns to the stack 1 after passing through the first thermostat 3, the heat dissipation unit 4, and the first three-way pipe 5.

[0078] Further, the second thermostat 6 is a device for adjusting the flow of the coolant through the heat exchanger in the fuel cell cooling circuit. According to the present application, when the second thermostat 6 is fully closed (0% opening degree), the coolant does not flow through the heat exchanger 14. When the second thermostat 6 is fully open (100% opening degree), the coolant flows through the heat exchanger 14 and then flows through the stack 1. When the opening degree of the second thermostat 6 is between 0% and 100%, part of the coolant flows through the heat exchanger 14 and then flows through the stack 1, and part of the coolant does not pass through the heat exchanger 14 and directly flows through the stack 1.

[0079] In some embodiments, the thermal management control system can further include an expansion tank 9 connected to the first water pump 2 and the stack inlet, respectively. The branch from the stack 1 to the expansion tank 9 is an exhaust branch for discharging bubbles in the main coolant circulation and controlling the pressure difference in the environment and the circuit. The branch from the expansion tank 9 to the first water pump inlet is a water supplement branch for supplementing the coolant in the cooling circuit by adding water in the expansion tank 9.

[0080] In some embodiments, the fuel cell cooling circuit further includes a deionization tank 8 connected to the heat dissipation unit 4 and the expansion tank 9, respectively. The branch from the heat dissipation unit 4 to the deionization tank 8 to the expansion tank 9 is a deionization branch for removing ions precipitated in the coolant in the circuit.

[0081] Based on the same inventive concept, the application further discloses a thermal management control method of the liquid-cooled hydrogen fuel cell system for an aircraft, which is realized based on the above thermal management control system. When the fuel cell system starts to run, the corresponding cooling loop starts to work, and the cooling liquid in the loop flows in the direction indicated by the arrow, and the temperature control of the fuel cell system is realized through the control flowchart of the cooling liquid temperature. Figure 1 Figures 2-5 Specifically, the temperature control of the fuel cell system is realized by adjusting the opening degree of the thermostats and the opening degree of the water pump to control the cooling liquid temperature entering the inlet of the stack and the cooling liquid temperature difference at the inlet of the stack (the inlet and outlet cooling liquid temperature difference = the outlet cooling liquid temperature - the inlet cooling liquid temperature).

[0082] Wherein, the target temperature of the cooling liquid at the inlet of the stack of the liquid-cooled hydrogen fuel cell system is T0, the target temperature difference of the cooling liquid at the inlet and outlet of the stack is ΔT0; the current temperature of the cooling liquid at the inlet of the stack is T, and the current target temperature difference of the cooling liquid at the inlet and outlet of the stack is ΔT. A certain error is allowed, which can be 1℃ or 2℃ (determined by the system control accuracy and design index). When the actual collected value is within the error range of the target value, it is considered that the control effect meets the requirements, and at this time T≈T0 and ΔT≈ΔT0.

[0083] The specific control logic and implementation process of the thermal management control method of the liquid-cooled hydrogen fuel cell system for an aircraft are as follows:

[0084] (1) The system starts to work, and the liquid-cooled hydrogen fuel cell system starts to work.

[0085] (2) In the initial starting state, the temperature sensor works and feeds back in real time, and the components work under the preset conditions:

[0086] (2.1) The temperature sensor collects the inlet and outlet cooling liquid temperatures of the stack in real time (obtains the feedback values: the current inlet cooling liquid temperature of the stack, the current temperature difference of the cooling liquid at the inlet and outlet of the stack);

[0087] (2.2) The first thermostat 3 and the second thermostat 6 are in the full-off state;

[0088] (2.3) The first water pump 2 in the main cooling liquid circulation runs at the lowest speed, and the cooling liquid starts to circulate in the auxiliary cooling liquid circulation at the lowest flow rate (at this time, it only circulates in the auxiliary cooling liquid circulation), and the heat dissipation of the thermal management control system is the smallest;

[0089] ​(2.4) The second water pump 11 in the airborne equipment cooling loop runs at a constant speed (usually the maximum speed), and the auxiliary radiator 10 in the loop runs at the maximum heat dissipation power (Note: The heat dissipation requirement of the DC / DC and other airborne equipment in the airborne equipment cooling loop is not very high, so the water pump and the radiator are both opened to the maximum to improve the heat dissipation capacity as much as possible, and the excess heat dissipation capacity is provided to the fuel cell cooling loop through the second thermostat 6 and the heat exchanger 14 for the heat dissipation of the entire hydrogen fuel cell system).

[0090] (3) The corresponding closed-loop control is made according to the current temperature feedback and the working state of the components, and the overall control logic is as follows:

[0091] If the current stack inlet coolant temperature < stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference ≥ stack inlet and outlet coolant target temperature difference, the opening of the thermostat is reduced and the water pump speed is increased.

[0092] If the current stack inlet coolant temperature < stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference ≥ stack inlet and outlet coolant target temperature difference, the opening of the thermostat is reduced and the water pump speed is increased.

[0093] If the current stack inlet coolant temperature ≥ stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference < stack inlet and outlet coolant target temperature difference, the opening of the thermostat is increased and the water pump speed is reduced.

[0094] If the current stack inlet coolant temperature > stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference > stack inlet and outlet coolant target temperature difference, the opening of the thermostat is increased and the water pump speed is increased.

[0095] If the current stack inlet coolant temperature ≈ stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference ≈ stack inlet and outlet coolant target temperature difference, the current thermostat opening, water pump speed and heat dissipation capacity of the heat dissipation unit are maintained.

[0096] It should be noted that when the thermostat opening is maximum, the water pump speed is maximum, and the heat dissipation capacity of the heat dissipation unit 4 reaches the maximum, the protection of the fuel cell system temperature being too high is still triggered, and the output power of the fuel cell system needs to be forcibly reduced to achieve cooling.

[0097] For more specific control logic and implementation process of the fuel cell system temperature control, please refer to the accompanying drawings Figures 2-5 shown in the description as follows:

[0098] A. If the measured current stack inlet coolant temperature < stack inlet coolant target temperature, and the current stack inlet-outlet coolant temperature difference < stack inlet-outlet coolant target temperature difference, then according to the current first thermostat opening degree and the first water pump speed, the opening degree of the two thermostats and the speed of the first water pump are adjusted to realize temperature control; wherein,

[0099] A1. If the current first thermostat 3 opening degree is greater than 0, the first thermostat 3 opening degree needs to be reduced;

[0100] A2. If the current first thermostat 3 opening degree is 0, it is further judged whether the current second thermostat 6 opening degree is 0; if yes, the current first thermostat 3 and second thermostat 6 opening degrees are kept as 0; otherwise, the second thermostat 6 opening degree needs to be reduced;

[0101] A3. If the current first water pump 2 speed is the speed minimum value R 1min , the current speed can be kept;

[0102] A4. If the current first water pump 2 speed is greater than the speed minimum value R 1min , the first water pump 2 speed needs to be reduced.

[0103] B. If the measured current stack inlet coolant temperature < stack inlet coolant target temperature, and the current stack inlet-outlet coolant temperature difference ≥ stack inlet-outlet coolant target temperature difference, according to the current first thermostat 3 opening degree and the first water pump 2 speed, the opening degree of the two thermostats and the speed of the first water pump 2 are adjusted to realize temperature control; wherein,

[0104] B1. If the current first thermostat 3 opening degree is greater than 0, the first thermostat 3 opening degree needs to be reduced;

[0105] B2. If the current first thermostat 3 opening degree is 0, it is further judged whether the current second thermostat 6 opening degree is 0; if yes, the current first thermostat 3 and second thermostat 6 opening degrees are kept as 0; otherwise, the second thermostat 6 opening degree needs to be reduced;

[0106] B3. If the current first water pump 2 speed is the speed maximum value R 1max , it is further judged whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if yes, the liquid-cooled hydrogen fuel cell output power needs to be reduced, otherwise the current speed is kept;

[0107] B4. If the first water pump 2 speed is lower than the speed maximum value R 1max , the first water pump 2 speed needs to be increased.

[0108] C. If the measured current stack inlet coolant temperature ≥ stack inlet coolant target temperature, and the current stack inlet-outlet coolant temperature difference < stack inlet-outlet coolant target temperature difference, according to the opening degree of the second thermostat, the heat dissipation amount of the heat dissipation unit, and the first water pump speed, the opening degree of the two thermostats, the speed of the first water pump 2, and the heat dissipation amount of the heat dissipation unit 4 are adjusted to realize temperature control; wherein,

[0109] C1. If the current opening degree of the second thermostat 6 is less than 100%, the opening degree of the second thermostat 6 needs to be increased;

[0110] C2. If the current opening degree of the second thermostat 6 is 100%, it is further judged whether the opening degree of the first thermostat 3 is 100%; if yes, the full opening degree of the current first thermostat 3 and the second thermostat 6 is maintained; otherwise, the opening degree of the first thermostat 3 needs to be increased;

[0111] C3. If the current heat dissipation amount of the heat dissipation unit 4 is less than the maximum heat dissipation amount, the heat dissipation amount of the heat dissipation unit 4 needs to be increased;

[0112] C4. If the current heat dissipation amount of the heat dissipation unit 4 is the maximum, it is further judged whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, the output power of the liquid-cooled hydrogen fuel cell needs to be forcibly reduced, otherwise the current heat dissipation amount of the heat dissipation unit 4 is maintained;

[0113] C5. If the current speed of the first water pump 2 is the minimum speed R 1min , the current speed is maintained, otherwise the speed needs to be reduced.

[0114] D. If the measured current stack inlet coolant temperature > stack inlet coolant target temperature, and the current stack inlet-outlet coolant temperature difference > stack inlet-outlet coolant target temperature difference, according to the opening degree of the second thermostat, the heat dissipation amount of the heat dissipation unit, and the first water pump speed, the opening degree of the two thermostats in the system, the speed of the first water pump 2, and the heat dissipation amount of the entire heat dissipation unit 4 are adjusted to realize temperature control; wherein,

[0115] D1. If the current opening degree of the second thermostat 6 is less than 100%, the opening degree of the second thermostat 6 needs to be increased;

[0116] D2. If the current opening degree of the second thermostat 6 is 100% (full opening), it is further judged whether the opening degree of the first thermostat 3 is full opening; if yes, the full opening degree of the current first thermostat 3 and the second thermostat 6 can be maintained; otherwise, the opening degree of the first thermostat 3 needs to be increased;

[0117] D3. If the current heat dissipation amount of the heat dissipation unit 4 is less than the maximum heat dissipation amount, the heat dissipation amount of the entire heat dissipation unit 4 needs to be increased;

[0118] D4. If the current heat dissipation amount of the heat dissipation unit 4 is the maximum, further determine whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, the output power of the liquid-cooled hydrogen fuel cell needs to be forcibly reduced, otherwise the current heat dissipation amount of the heat dissipation unit 4 is maintained;

[0119] D5. If the current first water pump 2 rotation speed is lower than the rotation speed maximum value R 1max , the first water pump 2 rotation speed needs to be increased,

[0120] D6. If the current first water pump 2 rotation speed is the rotation speed maximum value R 1max , determine whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, the output power of the liquid-cooled hydrogen fuel cell needs to be forcibly reduced, otherwise the current first water pump 2 rotation speed is maintained as the rotation speed maximum value R 1max .

[0121] In the present application, the adjustment of the heat dissipation amount of the heat dissipation unit 4 (see the attached Figure 6 , the figure T 4-1 represents the plate heat exchanger outlet temperature, T 4-2 represents the skin heat exchanger outlet temperature, and T 4-3 represents the ducted propeller heat exchanger outlet temperature): there are four devices in the heat dissipation unit 4, including a four-way valve 4-0 and three different types of heat exchangers, the four-way valve 4-0 is used to realize the adjustment of the flow through the three heat exchangers, and the three different heat exchangers are used to take away heat to realize heat dissipation. The total heat dissipation amount is realized by controlling the flow distribution of the four-way valve 4-0: the more uniform the temperature distribution of the three heat exchangers, the greater the heat dissipation amount, because the inlet temperatures of the three heat exchangers are consistent, the standard deviation of the outlet temperatures of the three heat exchangers can be used to evaluate the current heat dissipation capacity of the entire heat dissipation unit 4. If the standard deviation is 0, the heat dissipation capacity of the current heat dissipation unit 4 is the maximum, if it is not 0, the current heat dissipation capacity can be improved, by adjusting the four-way valve 4-0, increasing the flow of the heat exchanger with the smallest outlet temperature to increase the heat dissipation amount of the heat dissipation unit 4, and vice versa.

[0122] The above is only a preferred embodiment of the present application, and does not limit the present application in any form, any simple modification or equivalent change made according to the technical essence of the present application to the above embodiment falls within the protection scope of the present application.

Claims

1. A thermal management control system for a liquid-cooled hydrogen fuel cell system for an aircraft, characterized by, The thermal management control system has a fuel cell cooling circuit and an airborne equipment cooling circuit, the fuel cell cooling circuit is configured to control the temperature of the cooling liquid entering the stack and the temperature difference of the cooling liquid at the inlet and outlet of the stack; wherein the fuel cell cooling circuit comprises a first water pump and a first thermostat arranged in sequence at the outlet of the stack; In the initial operation stage of the fuel cell system, the first thermostat is controlled to be closed, the cooling liquid returns to the stack through the first water pump, the first thermostat and the first three-way pipe, and is used for heat preservation in the starting stage of the stack to realize rapid heating of the stack; When the fuel cell system is in a low-power state, the first thermostat is controlled to be closed, the cooling liquid returns to the stack through the first water pump, the first thermostat and the first three-way pipe, and the airborne equipment cooling circuit is coupled to the fuel cell cooling circuit and is configured to exchange heat with the fuel cell cooling circuit to realize heat dissipation of the stack; As the temperature of the cooling liquid rises, the first thermostat is controlled to be opened, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe and / or the first thermostat, the heat dissipation unit and the first three-way pipe, and the airborne equipment cooling circuit is coupled to the fuel cell cooling circuit and is configured to exchange heat with the fuel cell cooling circuit to realize rapid heat dissipation of the stack; The heat dissipation unit comprises a four-way valve, a plate radiator, a skin radiator and a ducted propeller radiator, the four-way valve is connected with the first thermostat, and the plate radiator, the skin radiator and the ducted propeller radiator are connected in parallel, one end of which is connected with the four-way valve and the other end is connected with the first three-way pipe; The fuel cell cooling circuit and the airborne equipment cooling circuit are coupled to each other through a heat exchange assembly to realize heat exchange.

2. A thermal management control system for a liquid-cooled hydrogen fuel cell system for an aircraft as recited in claim 1, characterized in that, When the first thermostat is fully opened, the cooling liquid returns to the stack through the first thermostat, the heat dissipation unit and the first three-way pipe; When the opening degree of the first thermostat is between 0 and 100%, the cooling liquid returns to the stack through the first thermostat and the first three-way pipe, and through the first thermostat, the heat dissipation unit and the first three-way pipe.

3. A thermal management control system for a liquid-cooled hydrogen fuel cell system for an aircraft as recited in claim 1, wherein, The heat exchange assembly is arranged between the first three-way pipe and the stack and comprises a second thermostat and a second three-way pipe arranged in sequence along the flow direction of the cooling liquid, and a heat exchanger between the second thermostat and the second three-way pipe, the heat exchanger is also connected to the airborne equipment cooling circuit to realize the coupling between the fuel cell cooling circuit and the airborne equipment cooling circuit and heat exchange.

4. A thermal management control system for a liquid-cooled hydrogen fuel cell system for an aircraft as recited in claim 3, wherein, When the second thermostat is fully closed, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the second thermostat and the second three-way pipe; When the second thermostat is fully opened, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the heat exchanger and the second three-way pipe; When the opening degree of the second thermostat is between 0 and 100%, the cooling liquid returns to the stack through the first thermostat, the first three-way pipe, the second thermostat and the second three-way pipe, and through the first thermostat, the first three-way pipe, the second thermostat, the heat exchanger and the second three-way pipe.

5. The thermal management control system of a liquid-cooled hydrogen fuel cell system for an aircraft according to claim 1, wherein, The fuel cell cooling circuit further comprises an expansion tank, and the expansion tank is in communication with the inlet of the first water pump and the inlet of the stack, respectively.

6. A thermal management control system for a liquid-cooled hydrogen fuel cell system for an aircraft as recited in claim 5, wherein, The fuel cell cooling circuit further comprises a deionization tank, which is communicated with the outlet of the heat dissipation unit and the inlet of the expansion water tank respectively.

7. The thermal management control system of a liquid-cooled hydrogen fuel cell system for an aircraft according to claim 1, wherein The on-board equipment cooling circuit comprises a second water pump, a DC / DC, an on-board electronic heat source and an auxiliary heat sink which are sequentially and in series arranged in the cooling circuit along the direction of cooling liquid flow, and the heat exchanger is coupled between the on-board electronic heat source and the auxiliary heat sink.

8. A method of thermal management control of a liquid-cooled hydrogen fuel cell system for an aircraft, characterized by, The thermal management control method is realized based on the thermal management control system in any one of claims 1-7, and comprises the following steps: Step S1. Obtain the opening of the thermostat and the rotating speed of the water pump; Step S2. Collect the inlet cooling liquid temperature of the stack and the temperature difference of the inlet and outlet cooling liquid of the stack, judge the relationship between the current inlet cooling liquid temperature of the stack and the target temperature difference of the inlet and outlet cooling liquid of the stack, and adjust the opening of the thermostat and the rotating speed of the water pump; wherein, If the current inlet cooling liquid temperature of the stack is less than the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is less than the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat is reduced and the rotating speed of the water pump is reduced; If the current inlet cooling liquid temperature of the stack is less than the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is greater than or equal to the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat is reduced and the rotating speed of the water pump is increased; If the current inlet cooling liquid temperature of the stack is greater than or equal to the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is less than the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat is increased and the rotating speed of the water pump is reduced; If the current inlet cooling liquid temperature of the stack is greater than the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is greater than the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat is increased and the rotating speed of the water pump is increased; If the current inlet cooling liquid temperature of the stack is equal to the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is equal to the target temperature difference of the inlet and outlet cooling liquid of the stack, the current opening of the thermostat, the rotating speed of the water pump and the heat dissipation amount of the heat dissipation unit are maintained.

9. The method of claim 8, wherein the method further comprises: If the current inlet cooling liquid temperature of the stack is less than the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is less than the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat and the rotating speed of the water pump are adjusted according to the current opening of the thermostat and the rotating speed of the water pump to realize temperature control; wherein, If the first thermostat opening is 0, it is further judged whether the current second thermostat opening is 0; if yes, the current first thermostat and second thermostat openings are kept as 0; otherwise, the second thermostat opening is reduced; If the first thermostat opening is not 0, the first thermostat opening is reduced; If the first water pump rotation speed is the rotation speed minimum value R 1min , the current rotation speed is maintained; If the first water pump rotation speed is greater than the rotation speed minimum value R 1min , the first water pump rotation speed is reduced.

10. The method of claim 8, wherein the method further comprises: If the current inlet cooling liquid temperature of the stack is less than the target inlet cooling liquid temperature of the stack, and the current temperature difference of the inlet and outlet cooling liquid of the stack is greater than or equal to the target temperature difference of the inlet and outlet cooling liquid of the stack, the opening of the thermostat and the rotating speed of the water pump are adjusted according to the current opening of the thermostat and the rotating speed of the water pump to realize temperature control; wherein, If the first thermostat opening is 0, further determine whether the current second thermostat opening is 0; if yes, keep the current first and second thermostat openings as 0; otherwise, reduce the second thermostat opening; If the first thermostat opening is not 0, reduce the first thermostat opening; If the first water pump rotation speed is the highest rotation speed R 1max , further determine whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if yes, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current rotation speed; If the first water pump rotation speed is lower than the rotation speed maximum value R 1max , increase the first water pump rotation speed.

11. The method of claim 8, wherein the method further comprises: If the current stack inlet coolant temperature is greater than or equal to the stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference is less than the stack inlet and outlet coolant target temperature difference, adjust the control of the thermostat opening, the heat dissipation unit heat dissipation and the water pump speed according to the current thermostat opening, the heat dissipation unit heat dissipation and the water pump speed, to realize temperature control; wherein, If the second thermostat opening is less than 100%, increase the second thermostat opening; If the second thermostat opening is full, further determine whether the first thermostat opening is full; if yes, keep the current first and second thermostat full openings; otherwise, increase the first thermostat opening; If the heat dissipation unit heat dissipation is maximum, further determine whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; otherwise, increase the heat dissipation unit heat dissipation; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current heat dissipation unit heat dissipation; If the first water pump rotational speed is the lowest rotational speed R 1min , the current rotational speed is maintained, otherwise the rotational speed is reduced.

12. The method of claim 8, wherein the method further comprises: If the current stack inlet coolant temperature is greater than or equal to the stack inlet coolant target temperature, and the current stack inlet and outlet coolant temperature difference is less than the stack inlet and outlet coolant target temperature difference, adjust the control of the thermostat opening, the heat dissipation unit heat dissipation and the water pump speed according to the current thermostat opening, the heat dissipation unit heat dissipation and the water pump speed, to realize temperature control; wherein, If the second thermostat opening is less than 100%, increase the second thermostat opening; If the second thermostat opening is full, further determine whether the first thermostat opening is full; if yes, keep the current first and second thermostat full openings; otherwise, increase the first thermostat opening; If the heat dissipation unit heat dissipation is maximum, further determine whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; otherwise, increase the heat dissipation unit heat dissipation; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, reduce the liquid-cooled hydrogen fuel cell output power, otherwise keep the current heat dissipation unit heat dissipation; If the first water pump rotation speed is lower than the highest rotation speed R 1max , the first water pump rotation speed is increased, otherwise it is determined whether the liquid-cooled hydrogen fuel cell temperature protection is triggered; if the liquid-cooled hydrogen fuel cell temperature protection is triggered, the output power of the liquid-cooled hydrogen fuel cell is reduced, otherwise the current first water pump rotation speed is maintained as the highest rotation speed R 1max .

13. The method of claim 11, wherein the method further comprises: Collect the outlet temperatures of the plate heat sink, the skin heat sink and the ducted propeller heat sink, and calculate the outlet temperature standard deviation of the three heat sinks; If the outlet temperature standard deviation is not 0, adjust the four-way valve to increase the flow of the heat sink with the smallest outlet temperature to increase the heat dissipation of the heat dissipation unit.

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