Thermal management system of a vehicle and vehicle

Abstract

A kind of thermal management system and its control method and vehicle, including multi-way valve, multi-way valve has first interface, second interface, third interface, fourth interface;Heater, high-pressure drive pump, first interface, second interface, heater, high-pressure drive pump are used to be connected with fuel cell to form first circulation loop;First interface, fourth interface, radiator, high-pressure drive pump are used to be connected with fuel cell to form second circulation loop;Heating core, low-pressure drive pump, high-pressure drive pump, first interface, third interface are used to be connected with fuel cell to form third circulation loop;First interface, second interface, third interface, fourth interface are used to be respectively in open, open, closed, closed state when vehicle is in low temperature preheating state, and used to be respectively in open, closed, open, closed state when vehicle is in high-pressure drop state. Therefore, the design of the thermal management system of vehicle can be reasonable, the demand of vehicle applied fuel cell can be met.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a thermal management system and its control method, as well as a vehicle having the thermal management system. Background Technology

[0002] In related technologies, the thermal management system is an important component of vehicles using fuel cells. Currently, the industry is paying increasing attention to the thermal management system of vehicles using fuel cells. However, the existing thermal management system is poorly designed and cannot meet the needs of vehicles using fuel cells. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a thermal management system for a vehicle, a control method thereof, and a vehicle, wherein the thermal management system is rationally designed to meet the needs of vehicles using fuel cells.

[0004] The vehicle thermal management system according to the present invention includes: a multi-way valve having a first interface, a second interface, a third interface, and a fourth interface; a heater and a high-pressure drive pump, wherein the first interface, the second interface, the heater, and the high-pressure drive pump are used to connect with the fuel cell to form a first circulation loop; a radiator, wherein the first interface, the fourth interface, the radiator, and the high-pressure drive pump are used to connect with the fuel cell to form a second circulation loop; a heater core and a low-pressure drive pump, wherein the heater core, the low-pressure drive pump, the high-pressure drive pump, the first interface, and the third interface are used to connect with the fuel cell to form a third circulation loop; wherein the first interface, the second interface, the third interface, and the fourth interface are respectively in an open, open, closed, and closed state when the vehicle is in a low-temperature preheating state, and are respectively in an open, closed, open, and closed state when the vehicle is in a high-pressure drop state, and are respectively in an open, closed, open, and closed state when the vehicle is in a state where the high-pressure drive pump is unresponsive.

[0005] The vehicle thermal management system according to the present invention can make the vehicle thermal management system design reasonable and can meet the needs of vehicles using fuel cells.

[0006] In some examples of the present invention, the heater core, the low-pressure drive pump, the heater, the second interface, and the third interface are sequentially connected to form a fourth circulation loop; the first interface, the second interface, the third interface, and the fourth interface are respectively configured to be in a closed, open, open, and closed state when the vehicle is in a first low-temperature start state, and are respectively configured to be in an open, open, closed, and closed state when the vehicle is in a second low-temperature start state.

[0007] In some examples of the present invention, the first interface, the second interface, the third interface, and the fourth interface are respectively configured to be in an open, open, closed, and closed state when the vehicle is in a first normal operating state, and to be in an open, open, open, and closed state when the vehicle is in a second normal operating state, and to be in an open, open, closed, and open state when the vehicle is in a third normal operating state, and to be in an open, open, open, and open state when the vehicle is in a fourth normal operating state.

[0008] In some examples of the present invention, the thermal management system further includes: a deionizer; the heater core, the low-pressure drive pump, the deionizer, the radiator, the fourth interface, and the third interface are sequentially connected to form a fifth circulation loop; the first interface, the second interface, the third interface, and the fourth interface are respectively configured to be in a closed, closed, open, and open state when the vehicle is started after being parked for a long time.

[0009] In some examples of the present invention, the thermal management system further includes: a second air supply component, the second air supply component being disposed toward the radiator; the first interface, the second interface, the third interface, and the fourth interface being respectively configured to be in an open, closed, open, and open state when the vehicle is in a second air supply component failure state.

[0010] According to the control method of the thermal management system of the present invention, the thermal management system is applied to a vehicle with a fuel cell, characterized in that the thermal management system comprises: a multi-way valve having a first interface, a second interface, a third interface, and a fourth interface; a heater and a high-pressure drive pump, wherein the first interface, the second interface, the heater, and the high-pressure drive pump are used to connect with the fuel cell to form a first circulation loop; a radiator, wherein the first interface, the fourth interface, the radiator, and the high-pressure drive pump are used to connect with the fuel cell to form a second circulation loop; and a heater core and a low-pressure drive pump, wherein the heater core, the low-pressure drive pump, the high-pressure drive pump, the first interface, and the third interface are used to connect with the fuel cell to form a third circulation loop;

[0011] The controller, the control method includes:

[0012] When the vehicle is in a low-temperature preheating state, the first and second interfaces are opened, and the third and fourth interfaces are closed to achieve rapid heating of the fuel cell. When the vehicle is in a high-voltage drop state, the first and third interfaces are opened, and the second and fourth interfaces are closed to prevent the fuel cell from overheating. When the vehicle is in a state where the high-voltage drive pump is unresponsive, the first and third interfaces are opened, and the second and fourth interfaces are closed to prevent the fuel cell from overheating.

[0013] The control method of the thermal management system according to the present invention can meet the needs of vehicles using fuel cells.

[0014] In some examples of the present invention, the warm air core, the low-pressure drive pump, the heater, the second interface, and the third interface are sequentially connected to form a fourth circulation loop. When the vehicle is in a first low-temperature start-up state, the second interface and the third interface are controlled to open, and the first interface and the fourth interface are controlled to close, in response to the heating demand of the vehicle's cabin. When the vehicle is in a second low-temperature start-up state, the first interface and the second interface are controlled to open, and the third interface and the fourth interface are controlled to close, in order to raise the temperature of the fuel cell. When the vehicle is in a first normal operating state, the first interface and the second interface are controlled to open, and the third interface and the fourth interface are controlled to close. When the vehicle is in a second normal operating state, the first interface, the second interface, and the third interface are controlled to open, and the fourth interface is controlled to close. When the vehicle is in a third normal operating state, the first interface, the second interface, and the fourth interface are controlled to open, and the third interface is controlled to close. When the vehicle is in a fourth normal operating state, the first interface, the second interface, the third interface, and the fourth interface are controlled to open, in order to maintain the temperature of the fuel cell and prioritize meeting the heating demand of the cabin when there is a heating demand.

[0015] In some examples of the present invention, the thermal management system further includes: a deionizer, wherein the heater core, the low-pressure drive pump, the deionizer, the radiator, the fourth interface, and the third interface are sequentially connected to form a fifth circulation loop; when the vehicle is started after being parked for a long time, the third interface and the fourth interface are controlled to open, and the first interface and the second interface are closed, so as to reduce the ion concentration of the coolant.

[0016] In some examples of the present invention, the thermal management system further includes: a second air supply component, the second air supply component being disposed toward the radiator; when the vehicle is in a faulty state of the second air supply component, the first interface, the third interface, and the fourth interface are controlled to open, and the second interface is closed, so as to avoid overheating of the fuel cell.

[0017] The vehicle according to the present invention includes the above-described vehicle thermal management system.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention.

[0021] Figure label:

[0022] Thermal Management System 100;

[0023] Heater 11; High-pressure drive pump 12;

[0024] Fuel cell 20; First import 201; First export 202;

[0025] Low-pressure drive pump 32; warm air core 33; first air supply component 331;

[0026] Multi-port valve 40; First port 401; Second port 402; Third port 403; Fourth port 404;

[0027] Radiator 50; First connecting end 501; Second connecting end 502; Third connecting end 503; Second air supply component 504; Deionizer 51;

[0028] Refrigeration circuit 60; air compressor 61; condenser 62; evaporator 63; third air supply component 603;

[0029] Cockpit 80; First temperature sensor 81; Third temperature sensor 83. Detailed Implementation

[0030] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0031] The following is for reference. Figure 1 A thermal management system 100 for a vehicle according to an embodiment of the present invention is described. The thermal management system 100 is applied to a vehicle having a fuel cell 20.

[0032] like Figure 1 As shown, the thermal management system 100 according to an embodiment of the present invention includes: a multi-way valve 40, a heater 11, a radiator 50, a warm air core 33, and a low-pressure drive pump 32.

[0033] The multi-way valve 40 has a first port 401, a second port 402, a third port 403, and a fourth port 404, meaning that the multi-way valve 40 can be constructed as a four-way valve.

[0034] The heater 11, the high-pressure drive pump 12, the first interface 401, the second interface 402, the heater 11, the high-pressure drive pump 12 are used to connect with the fuel cell 20 to form a first circulation loop. In other words, the heater 11, the high-pressure drive pump 12, the first interface 401, the second interface 402, the heater 11, the high-pressure drive pump 12, and the fuel cell 20 are connected in series to form a first circulation loop.

[0035] The first interface 401, the fourth interface 404, the radiator 50, and the high-pressure drive pump 12 are used to connect with the fuel cell 20 to form a second circulation loop. In other words, the first interface 401, the fourth interface 404, the radiator 50, the high-pressure drive pump 12, and the fuel cell 20 are connected in series to form a second circulation loop.

[0036] The heater core 33, low-pressure drive pump 32, high-pressure drive pump 12, first interface 401, and third interface 403 are used to connect with the fuel cell 20 to form a third circulation loop. In other words, the heater core 33, low-pressure drive pump 32, high-pressure drive pump 12, first interface 401, third interface 403, and fuel cell 20 are connected in series to form a third circulation loop.

[0037] Among them, the first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 can be opened or closed.

[0038] As some embodiments of this application, the thermal management system 100 may be provided with a flowable heat exchange medium, which may be, but is not limited to, a coolant, and the coolant may be, but is not limited to, an aqueous solution of ethylene glycol.

[0039] As some embodiments of this application, the heater 11 can be an electric heater 11, which can be electrically connected to the vehicle's battery pack, the battery pack can supply power to the heater 11, and the heater 11 can heat the heat exchange medium.

[0040] As some embodiments of this application, the connection to fuel cell 20 described in this application can all be understood as connection to the fuel cell stack of fuel cell 20.

[0041] As some embodiments of this application, refer to Figure 1 As shown, the fuel cell 20 may have a first inlet 201 and a first outlet 202. The heat exchange medium can flow into the fuel cell 20 from the first inlet 201 and flow out of the fuel cell 20 from the first outlet 202. The thermal management system 100 may include a first temperature sensor 81 and a second temperature sensor. The first temperature sensor 81 may be set at the first outlet 202 and detect the temperature of the heat exchange medium at the first outlet 202. The second temperature sensor may be used to detect the ambient temperature outside the vehicle.

[0042] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, open, closed, and closed state when the vehicle is in a low-temperature preheating state. That is, when the vehicle is in a low-temperature preheating state, the first interface 401 and the second interface 402 are open, and the third interface 403 and the fourth interface 404 are closed. At this time, the heater 11, the high-pressure drive pump 12, the first interface 401, the second interface 402, the heater 11, the high-pressure drive pump 12, and the fuel cell 20 form a first circulation loop. The high-pressure drive pump 12 operates to drive the heat exchange medium to circulate within the first circulation loop. It should be explained that when the vehicle is in a low-temperature preheating state, the fuel cell 20 is not activated. The high-pressure drive pump 12 can drive the heat exchange medium to circulate between the fuel cell 20 and the heater 11. The heater 11 can heat the heat exchange medium, and the heated heat exchange medium can flow into the fuel cell 20, thereby increasing the temperature of the fuel cell 20.

[0043] As some embodiments of this application, when the vehicle is in a low-temperature preheating state, the operating power of the heater 11 can be adjusted by the temperature of the heat exchange medium at the first outlet 202 and the ambient temperature of the vehicle. The lower the ambient temperature of the vehicle, the greater the operating power of the heater 11; the higher the ambient temperature of the vehicle, the lower the operating power of the heater 11. The closer the temperature of the heat exchange medium at the first outlet 202 is to the first preset temperature value, the lower the operating power of the heater 11. The further the temperature of the heat exchange medium at the first outlet 202 is from the first preset temperature value, the greater the operating power of the heater 11.

[0044] As some embodiments of this application, when the vehicle is in a low-temperature preheating state, the operating power of the high-pressure drive pump 12 can be adjusted by the temperature of the heat exchange medium at the first outlet 202 and the ambient temperature of the vehicle. The greater the difference between the temperature of the heat exchange medium at the first outlet 202 and the ambient temperature of the vehicle, the greater the operating power of the high-pressure drive pump 12; the smaller the difference between the temperature of the heat exchange medium at the first outlet 202 and the ambient temperature of the vehicle, the lower the operating power of the high-pressure drive pump 12; the closer the temperature of the heat exchange medium at the first outlet 202 is to the first preset temperature value, the lower the operating power of the high-pressure drive pump 12; and the further the temperature of the heat exchange medium at the first outlet 202 is from the first preset temperature value, the greater the operating power of the high-pressure drive pump 12.

[0045] As some embodiments of this application, the low temperature in the low temperature preheating state can be understood as the temperature of the fuel cell 20 being within a first preset temperature range.

[0046] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the open, closed, closed, and open states when the vehicle's fuel cell 20 needs heat dissipation. At this time, the first interface 401, the fourth interface 404, the radiator 50, the high-pressure drive pump 12, and the fuel cell 20 are connected to form a second circulation loop. The high-pressure drive pump 12 works to drive the heat exchange medium to circulate in the second circulation loop so that the heat exchange medium passes through the radiator 50 to quickly cool down the vehicle's fuel cell 20.

[0047] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, closed, open, and closed state when the vehicle is in a high-voltage de-energized state. That is, when the vehicle is in a high-voltage de-energized state, the first interface 401 and the third interface 403 are open, and the second interface 402 and the fourth interface 404 are closed. At this time, the heater core 33, the low-pressure drive pump 32, the high-pressure drive pump 12, the first interface 401, and the third interface 403 are used to connect with the fuel cell 20 to form a third circulation loop. It should be explained that when the vehicle is in a high-voltage de-energized state, the fuel cell 20 stops, the high-pressure drive pump 12 stops, and the low-pressure drive pump 32 operates, so that the heat exchange medium circulates between the heater core 33 and the fuel cell 20. The heat exchange medium can transfer heat from the fuel cell 20 to the heater core 33 to reduce the temperature of the fuel cell 20, thereby reducing the probability of a safety accident due to excessively high fuel cell 20 temperature. As some embodiments of this application, the high-voltage de-energized state of the vehicle can be understood as a state in which the high-voltage electrical components of the vehicle cannot operate.

[0048] As some embodiments of this application, refer to Figure 1As shown, a first air supply component 331 may be provided near the heater core 33. The first air supply component 331 can increase the airflow speed around the heater core 33, and the first air supply component 331 can blow air toward the driver's cabin 80 of the vehicle.

[0049] When the vehicle is in a high-voltage state, if the medium temperature of the first outlet 202 of the fuel cell 20 is greater than or equal to the second preset temperature, the first air supply component 331 can be started and run at maximum power to transfer the heat of the fuel cell 20 to the driver's cabin 80. This is done by sacrificing the user's driving experience to avoid a safety accident caused by overheating of the fuel cell 20. At the same time, the vehicle computer can simultaneously alert the driver to vehicle malfunctions.

[0050] As some embodiments of this application, the second preset temperature can be, but is not limited to, fifty degrees Celsius.

[0051] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, closed, open, and closed state when the high-pressure drive pump 12 is unresponsive. That is, when the high-pressure drive pump 12 is unresponsive, the first interface 401 and the third interface 403 are open, and the second interface 402 and the fourth interface 404 are closed. At this time, the heater core 33, the low-pressure drive pump 32, the high-pressure drive pump 12, the first interface 401, and the third interface 403 are used to connect with the fuel cell 20 to form a third circulation loop. It should be explained that when the high-pressure drive pump 12 is unresponsive, the fuel cell 20 can execute a power-limiting operation strategy. The vehicle's battery pack can provide auxiliary power to maintain vehicle power, and the low-pressure drive pump 32 operates to circulate the heat exchange medium between the heater core 33 and the fuel cell 20. The heat exchange medium can transfer the heat of the fuel cell 20 to the heater core 33. The first air supply component 331 operates to transfer the heat of the fuel cell 20 to the cabin 80 to reduce the temperature of the fuel cell 20.

[0052] As some embodiments of this application, such as Figure 1 As shown, the thermal management system 100 may further include a refrigeration circuit 60, which may have an air compressor 61, a condenser 62, and an evaporator 63 arranged in series.

[0053] Refrigerant can be installed in the refrigeration circuit 60, and the refrigerant can circulate in the air compressor 61, condenser 62, and evaporator 63, as shown in the reference. Figure 1As shown, a third air supply component 603 can be installed near the evaporator 63. When the refrigerant flows through the evaporator 63, it can lower the temperature of the air around the evaporator 63, making the air around the evaporator 63 cool. The third air supply component 603 can blow air towards the vehicle's passenger compartment 80. By including a cooling circuit 60 in the thermal management system 100, the passenger compartment 80 can be cooled, thereby improving the user's driving experience. Furthermore, in certain operating modes, to avoid safety accidents, it is necessary to introduce the heat from the fuel cell 20 into the passenger compartment 80 through the heater core 33. At this time, the cooling circuit 60 can be used to cool the passenger compartment 80, thereby improving the temperature of the passenger compartment 80.

[0054] As some embodiments of this application, the first air supply member 331 can be configured as a fan, and the third air supply member 603 can be configured as a blower.

[0055] As some embodiments of this application, when the vehicle is in a state where the high-pressure drive pump 12 is unresponsive, the cooling circuit 60 is activated and the third air supply component 603 is activated to transfer cooling to the driver's cab to ensure the user's driving experience. At the same time, the vehicle attempts to restart the high-pressure drive pump 12. If the high-pressure drive pump 12 cannot be restarted within a preset time, the on-board computer can simultaneously prompt the driver of a vehicle malfunction and shut down the fuel cell 20.

[0056] Therefore, the thermal management system 100 of the vehicle can be designed reasonably to meet the needs of vehicles using fuel cells 20.

[0057] In some embodiments of the present invention, the heater core 33, the low-pressure drive pump 32, the heater 11, the second interface 402, and the third interface 403 are sequentially connected to form a fourth circulation loop. The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in a closed, open, open, and closed state when the vehicle is in a first low-temperature start state. That is, when the vehicle is in a first low-temperature start state, the first interface 401 and the fourth interface 404 are closed, and the second interface 402 and the third interface 403 are open. At this time, the low-pressure drive pump 32 can drive the heat exchange medium to flow, so that the heat exchange medium circulates between the heater core 33 and the heater 11. The heater 11 can heat the heat exchange medium, and the heated heat exchange medium can flow into the heater core 33. The first air supply component 331 can blow air toward the vehicle's cabin 80 to increase the temperature of the cabin 80. As some embodiments of this application, when the vehicle is in a first low-temperature start state, the vehicle battery pack drives the motor to work to meet the vehicle's power requirements.

[0058] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, open, closed, and closed state when the vehicle is in a second low-temperature start-up state. As some embodiments of this application, when the vehicle is in a first low-temperature start-up state and the temperature of the driver's cab reaches the target temperature of the driver's compartment 80, the first interface 401 of the multi-way valve 40 gradually opens, and the third interface 403 of the multi-way valve 40 gradually closes, to transition from the first low-temperature start-up state to the second low-temperature start-up state. When the vehicle is in the second low-temperature start-up state, the low-pressure drive pump 32 stops working, and the high-pressure drive pump 12 runs, causing the heat exchange medium to circulate between the fuel cell 20 and the heater 11, thereby increasing the temperature of the fuel cell 20. Furthermore, even when the third interface 403 of the multi-way valve 40 is not closed, a portion of the heated heat exchange medium can flow into the heater core 33. When the medium temperature at the first outlet 202 of the fuel cell 20 reaches the start-up threshold of the fuel cell 20, the electric heater 11 can be turned off and the fuel cell 20 can be started. As some embodiments of this application, the low temperature in the low temperature start-up state can be understood as the temperature of the fuel cell 20 being in a second preset temperature range.

[0059] This setting can reduce the starting priority of the fuel cell 20, reduce the vehicle's start-up waiting time, and optimize the driving experience.

[0060] In some embodiments of the present invention, the first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, open, closed, and closed state when the vehicle is in a first normal operating state, and are respectively in an open, open, open, and closed state when the vehicle is in a second normal operating state, and are respectively in an open, open, closed, and open state when the vehicle is in a third normal operating state, and are respectively in an open, open, open, and open state when the vehicle is in a fourth normal operating state.

[0061] Specifically, the first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the open, open, closed, and closed states when the vehicle is in the first normal operating state. At this time, the fuel cell 20 is working normally. When the medium temperature at the first outlet 202 of the fuel cell 20 meets the first preset condition (the first preset condition can be: the medium temperature at the first outlet 202 of the fuel cell 20 is greater than or equal to the third preset temperature value and less than the fourth preset temperature value), that is, when the vehicle is in the first normal operating state, the high-pressure drive pump 12 can drive the heat exchange medium to flow so that the heat exchange medium circulates between the fuel cell 20 and the heater 11. At this time, the electric heater 11 is not powered on.

[0062] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the open, open, open, and closed states when the vehicle is in the second normal operating state. At this time, the fuel cell 20 is working normally. As some embodiments of this application, when the medium temperature at the first outlet 202 of the fuel cell 20 meets the first preset condition and the cabin 80 has a heating requirement, the first interface 401 of the multi-way valve 40 is opened, the fourth interface 404 of the multi-way valve 40 is closed, and the second interface 402 and the third interface 403 of the multi-way valve 40 are both opened, and the specific opening degree can be dynamically adjusted according to the actual needs of the cabin 80. For example, if the difference between the target temperature value of the cabin 80 and the current temperature value of the cabin 80 is large, the opening degree of the third interface 403 of the multi-way valve 40 can be increased. When the third interface 403 is opened, part of the heat exchange medium flowing out of the fuel cell 20 can flow through the warm air core 33, and the first air supply component 331 can blow air toward the vehicle's cabin 80 to transfer part of the heat from the fuel cell 20 to the cabin 80, thereby providing heat to the cabin 80 through the heat from the fuel cell 20.

[0063] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the open, open, closed, and open states when the vehicle is in the third normal operating state. At this time, the fuel cell 20 is working normally. As some embodiments of this application, when the medium temperature at the first outlet 202 of the fuel cell 20 meets the second preset condition (the second preset condition can be: the medium temperature at the first outlet 202 of the fuel cell 20 is greater than or equal to the fourth preset temperature value), the vehicle is in the third normal operating state. At this time, the first interface 401, the second interface 402, and the fourth interface 404 of the multi-way valve 40 are open, and the third interface 403 of the multi-way valve 40 is closed. The high-pressure drive pump 12 can drive the heat exchange medium to flow. A part of the heat exchange medium flowing out of the fuel cell 20 can flow through the heater 11. At this time, the heater 11 is not powered on. Another part of the heat exchange medium flowing out of the fuel cell 20 can flow through the radiator 50. The second air supply component 504 can work to accelerate the heat dissipation of the radiator 50, so as to reduce the temperature of the fuel cell 20 more quickly.

[0064] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the open, open, open, and open states when the vehicle is in the fourth normal operating state. At this time, the fuel cell 20 is working normally. As some embodiments of this application, when the medium temperature at the first outlet 202 of the fuel cell 20 meets the second preset condition and the cabin 80 has a heating requirement, the first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 of the multi-way valve 40 are all opened so that part of the heat exchange medium flowing out of the fuel cell 20 can flow through the heater core 33. The first air supply component 331 can blow air toward the cabin 80 of the vehicle to transfer part of the heat from the fuel cell 20 to the heater core 33, thereby heating the cabin 80 with the heat from the fuel cell 20 and reducing the temperature of the fuel cell 20 more quickly.

[0065] As some embodiments of this application, the third preset temperature value may be, but is not limited to, sixty degrees Celsius, and the fourth preset temperature value may be, but is not limited to, seventy degrees Celsius.

[0066] This allows the fuel cell 20 to operate within a suitable temperature range for extended periods, and when the cabin 80 requires heating, the heat from the fuel cell 20 can meet the heating needs of the cabin 80.

[0067] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes: a deionizer 51, a warm air core 33, a low-pressure drive pump 32, a deionizer 51, a radiator 50, a fourth interface 404, and a third interface 403 connected in sequence to form a fifth circulation loop.

[0068] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in the closed, closed, open, and open states when the vehicle is started after being parked for a long time. When the vehicle is started after being parked for a long time, the low-pressure drive pump 32 can drive the heat exchange medium to flow so that the heat exchange medium flows through the deionizer 51. The deionizer 51 can reduce the ion concentration of the heat exchange medium to reduce the conductivity of the heat exchange medium.

[0069] As some embodiments of this application, the start-up can be initiated actively by the vehicle driver, or it can be initiated automatically after the vehicle has been parked for a preset time.

[0070] It should be noted that, to avoid safety accidents, the vehicle's high-voltage components cannot be powered on when the ion concentration in the heat exchange medium is too high. In other words, the vehicle's high-pressure drive pump 12 cannot operate when the ion concentration in the heat exchange medium is too high. The heat exchange medium is driven to flow through the deionizer 51 by the low-pressure drive pump 32, thereby reducing the ion concentration of the heat exchange medium.

[0071] Therefore, when the ion concentration in the heat exchange medium is too high, causing the high-pressure drive pump 12 to fail to operate, the low-pressure drive pump 32 can drive the heat exchange medium to flow through the deionizer 51, thereby reducing the ion concentration in the heat exchange medium. This can prevent the vehicle from failing to operate normally due to excessive ion concentration in the heat exchange medium, thus improving the reliability of the vehicle and enhancing the user's driving experience.

[0072] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 may further include a second air supply member 504, which is disposed toward the radiator 50. The second air supply member 504 can increase the airflow velocity around the radiator 50 to improve the heat dissipation efficiency of the radiator 50.

[0073] As some embodiments of this application, the second air supply element 504 may be configured as a fan.

[0074] The first interface 401, the second interface 402, the third interface 403, and the fourth interface 404 are respectively in an open, closed, open, and open state when the vehicle is in a faulty state of the second air supply component 504. Specifically, when the second air supply component 504 fails, the fuel cell 20 shuts down, and the vehicle's battery pack drive motor operates to maintain vehicle power. The first interface 401, the third interface 403, and the fourth interface 404 of the multi-way valve 40 are open, and the second interface 402 of the multi-way valve 40 is closed. Both the high-pressure drive pump 12 and the low-pressure drive pump 32 operate. The high-pressure drive pump 12 causes the heat exchange medium to flow through the radiator 50, and the low-pressure drive pump 32 causes the heat exchange medium to flow through the heater core 33. The first air supply component 331 operates, transferring the heat of the fuel cell 20 to the passenger compartment 80 to reduce the temperature of the fuel cell 20. At the same time, the cooling circuit 60 operates, and the third air supply component 603 operates to transfer cooling to the passenger compartment to ensure the user's driving experience. Simultaneously, the onboard computer can alert the driver to the vehicle malfunction.

[0075] It is understandable that even if the second air supply component 504 fails, the radiator 50 will still have a certain heat dissipation capacity.

[0076] As some embodiments of this application, the thermal management system 100 may include a third temperature sensor 83, which can be used to detect the temperature of the vehicle's cab.

[0077] In some embodiments of the present invention, such as Figure 1As shown, the radiator 50 may have a first connection end 501, a second connection end 502 and a third connection end 503 connected together, wherein the first connection end 501 is adapted to be selectively connected to the fuel cell 20, the second connection end 502 may be connected to the high-pressure drive pump 12, and the third connection end 503 may be connected to the deionizer 51.

[0078] It should be explained that the heat exchange medium flowing out of the fuel cell 20 can flow into the radiator 50 through the first connection end 501. A portion of the heat exchange medium in the radiator 50 can flow out through the second connection end 502 and flow to the high-pressure drive pump 12 or to the heater core 33. Another portion of the heat exchange medium in the radiator 50 can flow out through the third connection end 503 and flow to the deionizer 51. The heat exchange medium flowing out from the deionizer 51 can flow to the high-pressure drive pump 12 or to the heater core 33.

[0079] It is understandable that the heat exchange medium flowing out of the radiator 50 can be split, with one part of the heat exchange medium flowing through the deionizer 51 and the other part not flowing through the deionizer 51. This ensures that the deionizer 51 can effectively reduce the ion concentration in the heat exchange medium, while increasing the flow rate of the heat exchange medium in the loop, which is beneficial to improving the working performance of the thermal management system 100.

[0080] The following describes a control method for a thermal management system according to an embodiment of the present invention, wherein the thermal management system is applied to a vehicle having a fuel cell, and the thermal management system includes: a multi-way valve, a heater, a radiator, a heater core, a low-pressure drive pump, and a controller.

[0081] A multi-way valve has a first port, a second port, a third port, and a fourth port; that is, a multi-way valve can be constructed as a four-way valve.

[0082] The heater, high-pressure drive pump, first interface, second interface, heater, and high-pressure drive pump are used to connect with the fuel cell to form a first circulation loop. In other words, the heater, high-pressure drive pump, first interface, second interface, heater, high-pressure drive pump, and fuel cell are connected in series to form a first circulation loop.

[0083] The first interface, the fourth interface, the radiator, and the high-pressure drive pump are used to connect with the fuel cell to form a second circulation loop. In other words, the first interface, the fourth interface, the radiator, the high-pressure drive pump, and the fuel cell are connected in series to form a second circulation loop.

[0084] The heater core, low-pressure drive pump, high-pressure drive pump, first interface, and third interface are used to connect with the fuel cell to form a third circulation loop. In other words, the heater core, low-pressure drive pump, high-pressure drive pump, first interface, third interface, and fuel cell are connected in series to form a third circulation loop.

[0085] The first, second, third, and fourth interfaces can be opened or closed.

[0086] As some embodiments of this application, a flowable heat exchange medium can be provided in the thermal management system. The heat exchange medium can be, but is not limited to, a coolant, and the coolant can be, but is not limited to, an aqueous solution of ethylene glycol.

[0087] As some embodiments of this application, the heater can be an electric heater, which can be electrically connected to the vehicle's battery pack, the battery pack can supply power to the heater, and the heater can heat the heat exchange medium.

[0088] As some embodiments of this application, the connection to the fuel cell described in this application can be understood as connection to the fuel cell stack.

[0089] As some embodiments of this application, refer to Figure 1 As shown, the fuel cell may have a first inlet and a first outlet. The heat exchange medium can flow into the fuel cell from the first inlet and flow out of the fuel cell from the first outlet. The thermal management system may include a first temperature sensor and a second temperature sensor. The first temperature sensor may be set at the first outlet and detect the temperature of the heat exchange medium at the first outlet. The second temperature sensor may be used to detect the ambient temperature outside the vehicle.

[0090] The control methods of the thermal management system include:

[0091] When the vehicle is in a low-temperature preheating state, the first and second interfaces are opened, while the third and fourth interfaces are closed, in order to achieve rapid heating of the fuel cell.

[0092] When the vehicle is in a high-voltage drop state, the first and third interfaces are opened, while the second and fourth interfaces are closed to prevent the fuel cell from overheating.

[0093] When the vehicle is in a state where the high-pressure drive pump is unresponsive, the first and third interfaces are opened, and the second and fourth interfaces are closed to prevent the fuel cell from overheating.

[0094] The controller is used to control the opening and closing states of the first interface, the second interface, the third interface, and the fourth interface.

[0095] The first, second, third, and fourth interfaces are respectively in an open, open, closed, and closed state when the vehicle is in a low-temperature preheating state. That is, when the vehicle is in a low-temperature preheating state, the first and second interfaces are open, and the third and fourth interfaces are closed. At this time, the heater, high-pressure drive pump, first and second interfaces, heater, high-pressure drive pump, and fuel cell form a first circulation loop. The high-pressure drive pump operates to drive the heat exchange medium to circulate within the first circulation loop. It should be noted that when the vehicle is in a low-temperature preheating state, the fuel cell is not activated. The high-pressure drive pump can drive the heat exchange medium to circulate between the fuel cell and the heater. The heater heats the heat exchange medium, and the heated heat exchange medium flows into the fuel cell, raising its temperature.

[0096] As some embodiments of this application, when the vehicle is in a low-temperature preheating state, the operating power of the heater can be adjusted by the temperature of the heat exchange medium at the first outlet and the ambient temperature of the vehicle. The lower the ambient temperature of the vehicle, the greater the operating power of the heater; the higher the ambient temperature of the vehicle, the smaller the operating power of the heater; the closer the temperature of the heat exchange medium at the first outlet is to the first preset temperature value, the smaller the operating power of the heater; the further the temperature of the heat exchange medium at the first outlet is from the first preset temperature value, the greater the operating power of the heater.

[0097] As some embodiments of this application, when the vehicle is in a low-temperature preheating state, the operating power of the high-pressure drive pump can be adjusted by the temperature of the heat exchange medium at the first outlet and the ambient temperature of the vehicle. The greater the difference between the temperature of the heat exchange medium at the first outlet and the ambient temperature of the vehicle, the greater the operating power of the high-pressure drive pump; the smaller the difference between the temperature of the heat exchange medium at the first outlet and the ambient temperature of the vehicle, the lower the operating power of the high-pressure drive pump; the closer the temperature of the heat exchange medium at the first outlet is to the first preset temperature value, the lower the operating power of the high-pressure drive pump; and the further the temperature of the heat exchange medium at the first outlet is from the first preset temperature value, the greater the operating power of the high-pressure drive pump.

[0098] As some embodiments of this application, the low temperature in the low temperature preheating state can be understood as the temperature of the fuel cell being within a first preset temperature range.

[0099] The first, second, third, and fourth interfaces are respectively in an open, closed, open, and closed state when the vehicle is in a high-voltage de-energized state. That is, when the vehicle is in a high-voltage de-energized state, the first and third interfaces are open, and the second and fourth interfaces are closed. At this time, the heater core, low-pressure drive pump, high-pressure drive pump, first interface, and third interface are used to connect with the fuel cell to form a third circulation loop. It should be explained that when the vehicle is in a high-voltage de-energized state, the fuel cell stops, the high-pressure drive pump stops, and the low-pressure drive pump operates, allowing the heat exchange medium to circulate between the heater core and the fuel cell. The heat exchange medium can transfer heat from the fuel cell to the heater core to reduce the fuel cell temperature, thereby reducing the probability of safety accidents due to excessive fuel cell temperature. As some embodiments of this application, the high-voltage de-energized state of the vehicle can be understood as a state in which the vehicle's high-voltage electrical components are unable to operate.

[0100] As some embodiments of this application, refer to Figure 1 As shown, a first air supply component can be installed near the heater core. The first air supply component can increase the airflow velocity around the heater core, and the first air supply component can blow air towards the vehicle's driver's cabin.

[0101] When the vehicle is in a high-voltage state, if the medium temperature at the first outlet of the fuel cell is greater than or equal to the second preset temperature, the first air supply component can be activated and operate at maximum power to transfer the heat of the fuel cell to the driver's cabin. This is done by sacrificing the user's driving experience to avoid a safety accident caused by the fuel cell overheating. At the same time, the on-board computer can simultaneously alert the driver to vehicle malfunctions.

[0102] As some embodiments of this application, the second preset temperature can be, but is not limited to, fifty degrees Celsius.

[0103] The first, second, third, and fourth interfaces are respectively in an open, closed, open, and closed state when the high-pressure drive pump is unresponsive. That is, when the high-pressure drive pump is unresponsive, the first and third interfaces are open, and the second and fourth interfaces are closed. At this time, the heater core, low-pressure drive pump, high-pressure drive pump, first interface, and third interface are used to connect with the fuel cell to form a third circulation loop. It should be explained that when the high-pressure drive pump is unresponsive, the fuel cell can implement a power-limiting operation strategy. The vehicle's battery pack can provide auxiliary power to maintain vehicle power, the low-pressure drive pump operates to circulate the heat exchange medium between the heater core and the fuel cell, transferring heat from the fuel cell to the heater core. The first air supply component operates to transfer heat from the fuel cell to the passenger compartment, thereby reducing the fuel cell temperature.

[0104] As some embodiments of this application, such as Figure 1As shown, the thermal management system may also include a refrigeration circuit, which may have an air compressor, a condenser, and an evaporator arranged in series.

[0105] The refrigeration circuit can contain refrigerant, which can circulate among the air compressor, condenser, and evaporator. (Refer to...) Figure 1 As shown, a third air supply component can be installed near the evaporator. When the refrigerant flows through the evaporator, it can lower the temperature of the air around the evaporator, making the air around the evaporator cool. The third air supply component can blow air towards the vehicle's cabin. By including a cooling circuit in the thermal management system, the cabin can be cooled, thereby improving the user's driving experience. Furthermore, in certain operating modes, to prevent safety accidents, it is necessary to transfer the heat from the fuel cell into the cabin through the heater core. In this case, the cooling circuit can be used to cool the cabin and improve its temperature.

[0106] As some embodiments of this application, the first air supply component can be configured as a fan, and the third air supply component can be configured as a blower.

[0107] As some embodiments of this application, when the vehicle is in a state where the high-pressure drive pump is unresponsive, the cooling circuit and the third air supply component are activated to deliver cooling to the driver's cab to ensure the user's driving experience. At the same time, the vehicle attempts to restart the high-pressure drive pump. If the high-pressure drive pump cannot be restarted within a preset time, the on-board computer can simultaneously prompt the driver of a vehicle malfunction and shut down the fuel cell.

[0108] Therefore, the control method of the thermal management system can be made reasonable and can meet the needs of vehicles using fuel cells.

[0109] In some embodiments of the present invention, the warm air core, the low-pressure drive pump, the heater, the second interface, and the third interface are sequentially connected to form a fourth circulation loop.

[0110] The control method of the thermal management system also includes: when the vehicle is in the first low temperature start-up state, controlling the second and third interfaces to open and the first and fourth interfaces to close, in order to meet the heating demand of the vehicle's cabin.

[0111] When the vehicle is in the second low-temperature start-up state, the first and second interfaces are opened, and the third and fourth interfaces are closed to raise the temperature of the fuel cell.

[0112] When the vehicle is in the first normal operating state, the first and second interfaces are opened, and the third and fourth interfaces are closed. When the vehicle is in the second normal operating state, the first, second, and third interfaces are opened, and the fourth interface is closed. When the vehicle is in the third normal operating state, the first, second, and fourth interfaces are opened, and the third interface is closed. When the vehicle is in the fourth normal operating state, the first, second, third, and fourth interfaces are opened to maintain the temperature of the fuel cell and to prioritize the heating needs of the cabin when there is a heating requirement.

[0113] Specifically, the first interface, the second interface, the third interface, and the fourth interface are respectively in the closed, open, open, and closed states when the vehicle is in the first low-temperature start state. That is, when the vehicle is in the first low-temperature start state, the first interface and the fourth interface are closed, and the second interface and the third interface are open. At this time, the low-pressure drive pump can drive the heat exchange medium to flow, so that the heat exchange medium circulates between the heater core and the heater. The heater can heat the heat exchange medium, and the heated heat exchange medium can flow into the heater core. The first air supply component can blow air towards the vehicle's cabin to increase the temperature of the cabin. As some embodiments of this application, when the vehicle is in the first low-temperature start state, the vehicle battery pack drives the motor to work to meet the vehicle's power demand.

[0114] The first, second, third, and fourth interfaces are respectively in an open, open, closed, and closed state when the vehicle is in a second low-temperature start-up state. As some embodiments of this application, when the vehicle is in a first low-temperature start-up state and the temperature of the driver's cab reaches the target temperature of the driver's compartment, the first interface of the multi-way valve gradually opens, and the third interface of the multi-way valve gradually closes, to transition from the first low-temperature start-up state to the second low-temperature start-up state. When the vehicle is in the second low-temperature start-up state, the low-pressure drive pump stops working, and the high-pressure drive pump runs, causing the heat exchange medium to circulate between the fuel cell and the heater, thereby increasing the temperature of the fuel cell. Furthermore, even when the third interface of the multi-way valve is not closed, some of the heated heat exchange medium can still flow into the heater core. When the medium temperature at the first outlet of the fuel cell reaches the fuel cell start-up threshold, the electric heater can be turned off and the fuel cell can be started. As some embodiments of this application, the low temperature in the low-temperature start-up state can be understood as the temperature of the fuel cell being within a second preset temperature range.

[0115] The first interface, second interface, third interface, and fourth interface are used to be in the open, open, closed, and closed states respectively when the vehicle is in the first normal operating state. At this time, the fuel cell is working normally. When the medium temperature at the first outlet of the fuel cell meets the first preset condition (the first preset condition can be: the medium temperature at the first outlet of the fuel cell is greater than or equal to the third preset temperature value and less than the fourth preset temperature value), the vehicle is in the first normal operating state. At this time, the high-pressure drive pump can drive the heat exchange medium to flow so that the heat exchange medium circulates between the fuel cell and the heater. At this time, the electric heater is not powered on.

[0116] The first, second, third, and fourth interfaces are respectively in the open, open, open, and closed states when the vehicle is in the second normal operating state. At this time, the fuel cell operates normally. As some embodiments of this application, when the medium temperature at the first outlet of the fuel cell meets the first preset condition, and the passenger compartment requires heating, the first interface of the multi-way valve opens, the fourth interface of the multi-way valve closes, and both the second and third interfaces of the multi-way valve open, with the specific opening degree dynamically adjustable according to the actual needs of the passenger compartment. For example, if the difference between the target temperature value and the current temperature value of the passenger compartment is large, the opening degree of the third interface of the multi-way valve can be increased. When the third interface is open, part of the heat exchange medium flowing out of the fuel cell can flow through the heater core, and the first air supply component can blow air towards the passenger compartment of the vehicle to transfer part of the heat from the fuel cell to the passenger compartment, thereby providing heating for the passenger compartment through the heat from the fuel cell.

[0117] The first, second, third, and fourth interfaces are respectively in the open, open, closed, and open states when the vehicle is in the third normal operating state. At this time, the fuel cell is working normally. As some embodiments of this application, when the medium temperature at the first outlet of the fuel cell meets the second preset condition (the second preset condition can be: the medium temperature at the first outlet of the fuel cell is greater than or equal to the fourth preset temperature value), the vehicle is in the third normal operating state. At this time, the first, second, and fourth interfaces of the multi-way valve are open, the third interface of the multi-way valve is closed, the high-pressure drive pump can drive the heat exchange medium to flow, a part of the heat exchange medium flowing out of the fuel cell can flow through the heater, at this time the heater is not powered on, another part of the heat exchange medium flowing out of the fuel cell can flow through the radiator, the second air supply component can work to accelerate the heat dissipation of the radiator, so as to reduce the temperature of the fuel cell more quickly.

[0118] The first, second, third, and fourth interfaces are respectively in the open, open, open, and open states when the vehicle is in the fourth normal operating state. At this time, the fuel cell is working normally. As some embodiments of this application, when the medium temperature at the first outlet of the fuel cell meets the second preset condition and the cabin has a heating requirement, the first, second, third, and fourth interfaces of the multi-way valve are all opened so that part of the heat exchange medium flowing out of the fuel cell can flow through the heater core. The first air supply component can blow air towards the cabin of the vehicle to transfer part of the heat from the fuel cell to the heater core, thereby heating the cabin through the heat from the fuel cell and reducing the temperature of the fuel cell more quickly.

[0119] As some embodiments of this application, the third preset temperature value may be, but is not limited to, sixty degrees Celsius, and the fourth preset temperature value may be, but is not limited to, seventy degrees Celsius.

[0120] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system also includes: a deionizer, a warm air core, a low-pressure drive pump, a deionizer, a radiator, a fourth interface, and a third interface connected in sequence to form a fifth circulation loop.

[0121] The control method of the thermal management system also includes: when the vehicle is started after being parked for a long time, the third and fourth interfaces are opened, and the first and second interfaces are closed, in order to reduce the ion concentration of the coolant.

[0122] The first, second, third, and fourth interfaces are respectively in the off, off, on, and on states when the vehicle is started after being parked for a long time. When the vehicle is started after being parked for a long time, the low-pressure drive pump can drive the heat exchange medium to flow so that the heat exchange medium flows through the deionizer. The deionizer can reduce the ion concentration of the heat exchange medium, thereby reducing the conductivity of the heat exchange medium.

[0123] As some embodiments of this application, the start-up can be initiated actively by the vehicle driver, or it can be initiated automatically after the vehicle has been parked for a preset time.

[0124] It should be noted that, to avoid safety accidents, the vehicle's high-voltage components cannot be powered on when the ion concentration in the heat exchange medium is too high. In other words, the vehicle's high-pressure drive pump cannot operate when the ion concentration in the heat exchange medium is too high. A low-pressure drive pump is used to drive the heat exchange medium to flow through the deionizer, thereby reducing the ion concentration of the heat exchange medium.

[0125] Therefore, when the ion concentration in the heat exchange medium is too high, causing the high-pressure drive pump to malfunction, the low-pressure drive pump can drive the heat exchange medium to flow through the deionizer, thereby reducing the ion concentration in the heat exchange medium. This avoids situations where the vehicle cannot be used normally due to excessive ion concentration in the heat exchange medium, which is beneficial to improving the reliability of the vehicle and enhancing the user's driving experience.

[0126] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system may further include: a second air supply component, which is disposed toward the radiator and can increase the airflow velocity around the radiator to improve the heat dissipation efficiency of the radiator.

[0127] As some embodiments of this application, the second air supply component may be configured as a fan.

[0128] The control method of the thermal management system also includes: when the vehicle is in a faulty state of the second air supply component, controlling the first, third and fourth interfaces to open and the second interface to close, so as to avoid overheating of the fuel cell.

[0129] Specifically, when the second air supply component malfunctions, the fuel cell shuts down, and the vehicle's battery pack drive motor operates to maintain vehicle power. The first, third, and fourth ports of the multi-way valve open, while the second port closes. Both the high-pressure and low-pressure drive pumps operate. The high-pressure drive pump forces the heat exchange medium through the radiator, and the low-pressure drive pump forces it through the heater core. The first air supply component operates, transferring heat from the fuel cell to the passenger compartment to lower its temperature. Simultaneously, the cooling circuit activates, and the third air supply component operates to deliver cooling to the passenger compartment, ensuring a comfortable driving experience. At the same time, the onboard computer can simultaneously alert the driver to the vehicle malfunction.

[0130] It is understandable that even if the second air supply component fails, the radiator still has a certain heat dissipation capacity.

[0131] As some embodiments of this application, the thermal management system may include a third temperature sensor, which can be used to detect the temperature of the vehicle's cab.

[0132] The vehicle according to an embodiment of the present invention includes the thermal management system 100 of the vehicle described above. The thermal management system 100 of the vehicle in this application is reasonably designed and can meet the needs of vehicles using fuel cells.

[0133] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0134] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0135] In the description of this invention, "a plurality of" means two or more.

[0136] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0137] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0138] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0139] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system (100) applied to a vehicle having a fuel cell (20), characterized in that, include: A multi-port valve (40) having a first port (401), a second port (402), a third port (403), and a fourth port (404). The heater (11), the high-pressure drive pump (12), the first interface (401), the second interface (402), the heater (11), and the high-pressure drive pump (12) are used to connect with the fuel cell (20) to form a first circulation loop; The radiator (50), the first interface (401), the fourth interface (404), the radiator (50), and the high-pressure drive pump (12) are used to connect with the fuel cell (20) to form a second circulation loop; The heating core (33) and the low-pressure drive pump (32) are used to connect with the fuel cell (20) to form a third circulation loop. The first interface (401), the second interface (402), the third interface (403), and the fourth interface (404) are respectively in the open, open, closed, and closed states when the vehicle is in the low temperature preheating state, and are respectively in the open, closed, open, and closed states when the vehicle is in the high pressure drop state, and are respectively in the open, closed, open, and closed states when the vehicle is in the high pressure drive pump (12) unresponsive state; The warm air core (33), the low-pressure drive pump (32), the heater (11), the second interface (402), and the third interface (403) are connected in sequence to form a fourth circulation loop; The first interface (401), the second interface (402), the third interface (403), and the fourth interface (404) are respectively in a closed, open, open, and closed state when the vehicle is in a first low-temperature start state, and are respectively in an open, open, closed, and closed state when the vehicle is in a second low-temperature start state; The first interface (401), the second interface (402), the third interface (403), and the fourth interface (404) are respectively in the open, open, closed, and closed states when the vehicle is in the first normal operating state, and are respectively in the open, open, open, and closed states when the vehicle is in the second normal operating state, and are respectively in the open, open, closed, and open states when the vehicle is in the third normal operating state, and are respectively in the open, open, open, and open states when the vehicle is in the fourth normal operating state.

2. The thermal management system (100) according to claim 1, characterized in that, Also includes: The deionizer (51), the warm air core (33), the low-pressure drive pump (32), the deionizer (51), the radiator (50), the fourth interface (404), and the third interface (403) are connected in sequence to form a fifth circulation loop; The first interface (401), the second interface (402), the third interface (403), and the fourth interface (404) are respectively in the closed, closed, open, and open states when the vehicle is started after being parked for a long time.

3. The thermal management system (100) according to claim 1, characterized in that, Also includes: The second air supply component (504) is disposed toward the radiator (50); The first interface (401), the second interface (402), the third interface (403), and the fourth interface (404) are respectively in the open, closed, open, and open states when the vehicle is in a fault state of the second air supply component (504).

4. A control method for a thermal management system, said thermal management system being applied to a vehicle equipped with a fuel cell, characterized in that, The thermal management system includes: A multi-port valve having a first port, a second port, a third port, and a fourth port; The heater (11), the high-pressure drive pump (12), the first interface (401), the second interface (402), the heater (11), and the high-pressure drive pump (12) are used to connect with the fuel cell (20) to form a first circulation loop; The radiator (50), the first interface (401), the fourth interface (404), the radiator (50), and the high-pressure drive pump (12) are used to connect with the fuel cell (20) to form a second circulation loop; The heating core (33) and the low-pressure drive pump (32) are used to connect with the fuel cell (20) to form a third circulation loop. The controller, the control method includes: When the vehicle is in a low-temperature preheating state, the first and second interfaces are opened, and the third and fourth interfaces are closed, so as to achieve rapid heating of the fuel cell; When the vehicle is in a high-voltage drop state, the first and third interfaces are opened, and the second and fourth interfaces are closed to prevent the fuel cell from overheating. When the vehicle is in a state where the high-pressure drive pump is unresponsive, the first interface and the third interface are opened, and the second interface and the fourth interface are closed, in order to prevent the fuel cell from overheating. The warm air core, the low-pressure drive pump, the heater, the second interface, and the third interface are connected in sequence to form a fourth circulation loop; When the vehicle is in a first low-temperature start-up state, the second and third interfaces are opened, while the first and fourth interfaces are closed, to meet the vehicle's cabin temperature rise requirements. When the vehicle is in the second low-temperature start-up state, the first and second interfaces are opened, and the third and fourth interfaces are closed, in order to raise the temperature of the fuel cell; When the vehicle is in a first normal operating state, the first and second interfaces are opened, and the third and fourth interfaces are closed. When the vehicle is in a second normal operating state, the first, second, and third interfaces are opened, and the fourth interface is closed. When the vehicle is in a third normal operating state, the first, second, and fourth interfaces are opened, and the third interface is closed. When the vehicle is in a fourth normal operating state, the first, second, third, and fourth interfaces are opened to maintain the temperature of the fuel cell and to prioritize the heating needs of the cockpit when there is a heating requirement.

5. The control method for the thermal management system according to claim 4, characterized in that, The thermal management system further includes: a deionizer, and the warm air core, the low-pressure drive pump, the deionizer, the radiator, the fourth interface, and the third interface are sequentially connected to form a fifth circulation loop; When the vehicle is started after being parked for a long time, the third and fourth interfaces are opened, while the first and second interfaces are closed, in order to reduce the ion concentration of the coolant.

6. The control method for the thermal management system according to claim 4, characterized in that, The thermal management system further includes: a second air supply component, which is disposed toward the radiator; When the vehicle is in a faulty state of the second air supply component, the first interface, the third interface, and the fourth interface are opened, and the second interface is closed to prevent the fuel cell from overheating.

7. A vehicle, characterized in that, Includes a thermal management system according to any one of claims 1-3.

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