Thermal management system for vehicle and method of controlling the same
By using a unified thermal management system and selectively flowing coolant in different modes, the complexity caused by independent cooling of fuel cell stacks and braking resistors is solved, resulting in higher integration, lower cost, and higher reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-21
- Publication Date
- 2026-04-21
AI Technical Summary
In existing vehicles, the thermal management systems for fuel cell stacks and braking resistors are set up independently, resulting in numerous components, complex piping, low integration, heavy weight, high cost, and difficult maintenance.
A unified thermal management system is adopted, which uses pumps, radiators and pipeline switching mechanisms to regulate the temperature of fuel cell stack and braking resistor, and utilizes the selective flow of coolant in different modes to cool both separately or together.
It reduces the number of components and piping in the thermal management system, improves integration, reduces weight and cost, reduces the risk of leakage, and enhances reliability and ease of installation and maintenance.
Smart Images
Figure CN121905894A_ABST
Abstract
Description
Technical Field
[0001] This application relates generally to the fields of vehicle and thermal management technology, and in particular to a thermal management system for vehicles and a control method thereof. Background Technology
[0002] Reducing carbon emissions and achieving carbon neutrality is one of the most important issues facing the world's energy sector today. The application and promotion of fuel cells are of great significance for improving the energy structure of transportation and controlling air pollution, and are one of the ways to achieve "carbon-neutral transportation." In the field of transportation vehicles such as automobiles and trains, fuel cells can effectively replace traditional combustion engines to meet the demands of high power and long driving range.
[0003] Figure 1 An exemplary fuel cell electric vehicle 1 is shown. This vehicle 1 can be, for example, an automobile, particularly a medium or heavy-duty commercial vehicle. The power system of the vehicle 1 can include two parts: a power system and a drive system. The power system mainly includes a fuel cell 11, a DC / DC converter 12, and a power battery 13. The fuel cell 11 includes a fuel cell stack 18, which is configured to generate electrical energy using the electrochemical reaction of fuel and oxidant. The electrical energy generated by the fuel cell 11 is connected in parallel across the power battery 13 after passing through the DC / DC converter 12. The fuel cell 11 and the power battery 13 cooperate to form a composite power source to provide electrical energy to the drive system. The drive system performs the conversion from electrical energy to kinetic energy. The drive system mainly includes a motor 14 and a DC / AC converter 15. The electrical energy supplied by this composite power source is converted into alternating current by the DC / AC converter 15 to drive the motor 14. The torque output by the motor 14 is transmitted to the drive wheels 19 via a transmission mechanism 16 to drive the vehicle 1. Furthermore, in situations such as braking of the vehicle 1, the motor 14 can recover energy. The power battery 13 can receive and store the energy recovered through the motor 14. However, when the state of charge (SOC) of the power battery 13 is high or the temperature is low, the power battery 13 cannot receive and store the energy recovered through the motor 14. The vehicle 1 may include a braking resistor 17, which is configured to dissipate the energy recovered through the motor 14 as heat.
[0004] When the fuel cell stack 18 is operating, the electrochemical reaction generates heat along with electrical energy. To ensure that the electrochemical reaction proceeds efficiently, the fuel cell stack 18 needs to be cooled to maintain its temperature within a suitable range. In addition, the braking resistor 17 also generates heat during operation, and therefore also needs to be cooled to prevent damage to the braking resistor 17 due to excessive temperature.
[0005] In existing vehicles 1, separate thermal management systems (not shown) are typically provided for the fuel cell stack 18 and the braking resistor 17. That is, one thermal management system is provided for the fuel cell stack 18, and another for the braking resistor 17. These two thermal management systems each have corresponding components and piping, and operate independently of each other. This results in numerous components and complex piping for the thermal management systems of the fuel cell stack 18 and the braking resistor 17, leading to low integration, large weight and footprint, high cost, and heavy installation and maintenance tasks. Therefore, improvements to the existing thermal management system are needed. Summary of the Invention
[0006] The purpose of this application is to provide a thermal management system for vehicles. The thermal management system according to this application overcomes at least one of the deficiencies in the prior art described above.
[0007] In one aspect, this application proposes a thermal management system for a vehicle. The vehicle may include an electric motor, a fuel cell stack configured to generate electrical energy and having a stack cooling channel, and a braking resistor configured to dissipate energy recovered through the electric motor. The thermal management system may include: a pump configured to drive coolant flow when activated; a radiator configured to cool coolant flowing through it when activated; a coolant pipeline configured to deliver coolant and including a main line and a first branch connected to the main line, the main line connecting the pump, the radiator, and the stack cooling channel in series, the braking resistor being thermally coupled to the first branch; and a pipeline switching mechanism configured to selectively connect or disconnect the first branch from the main line. The thermal management system can be configured to selectively operate in at least a first mode or a second mode, wherein: in the first mode, the piping switching mechanism connects a first loop passing through at least the fuel cell cooling channel, the pump, and the radiator, the pump is activated to drive coolant flow along the first loop, and the radiator is activated; and in the second mode, the piping switching mechanism connects a second loop passing through at least the first branch, the pump, and the radiator, the pump is activated to drive coolant flow along the second loop, and the radiator is activated.
[0008] On the other hand, this application proposes a method for controlling a thermal management system for a vehicle. The vehicle may include a motor, a fuel cell stack configured to generate electrical energy and having a stack cooling channel, and a braking resistor configured to dissipate energy recovered through the motor. The thermal management system may be the aforementioned thermal management system. The method may include: operating the thermal management system in a first mode in response to a request to cool the fuel cell stack but no request to cool the braking resistor; and operating the thermal management system in a second mode in response to a request to cool the braking resistor but no request to cool the fuel cell stack.
[0009] The technology according to this application enables temperature regulation of the fuel cell stack and braking resistor within a vehicle using the same thermal management system. This technology significantly reduces the number of components and piping in the vehicle's thermal management system, thereby increasing its integration, reducing its weight and footprint, lowering its cost, and simplifying installation and maintenance. Furthermore, the reduced number of components and piping in the thermal management system lowers the risk of leakage, thus improving its reliability.
[0010] These techniques can be used individually or in any suitable combination. The foregoing summary is provided illustratively and is not intended to be restrictive. Attached Figure Description
[0011] The above and other aspects of this application will be more thoroughly understood and appreciated below in conjunction with the accompanying drawings. It should be noted that the drawings are schematic only and not drawn to scale. In different drawings, the same components are indicated by the same reference numerals. Furthermore, for the sake of brevity, not all components or parts of the vehicle and thermal management system according to this application are shown or labeled in the drawings. It should be understood that the dimensions, scale relationships, and number of components or parts in the drawings are not intended to limit this application. In the drawings:
[0012] Figure 1 An exemplary fuel cell electric vehicle is shown, in which a thermal management system according to this application can be implemented;
[0013] Figure 2A This is a schematic block diagram of a first thermal management system according to a first embodiment of the present application;
[0014] Figure 2B , Figure 2C and Figure 2D They are respectively with Figure 2ASimilar block diagrams are shown, illustrating the first thermal management system in the first, second, and third modes, respectively;
[0015] Figure 3A This is a schematic block diagram of a second thermal management system according to a second embodiment of the present application;
[0016] Figure 3B , Figure 3C and Figure 3D They are respectively with Figure 3A Similar block diagrams are shown, illustrating the second thermal management system in the first, second, and third modes, respectively;
[0017] Figure 4A A block diagram schematically illustrating a third thermal management system according to a third embodiment of this application is shown; and
[0018] Figure 4B , Figure 4C and Figure 4D They are respectively with Figure 4A Similar block diagrams are shown, illustrating the third thermal management system in the first, second, and third modes, respectively.
[0019] exist Figures 2B to 2D , Figures 3B to 3D and Figures 4B to 4D In the diagram, solid lines indicate coolant flow in the pipeline, with arrows on the solid lines indicating the direction of coolant flow, while dashed lines indicate no coolant flow in the pipeline. Detailed Implementation
[0020] The inventors have recognized and are aware of the design of thermal management technology for vehicles in which the thermal management system can be shared by the vehicle's fuel cell stack and braking resistor. In other words, the technology according to this application enables the temperature of both the fuel cell stack and the braking resistor to be regulated within the vehicle using the same thermal management system. The thermal management system according to this application is configured to (1) regulate the temperature of the fuel cell stack using a coolant in response to a request to cool the fuel cell stack; and (2) regulate the temperature of the braking resistor using a coolant in response to a request to cool the braking resistor. The technology according to this application can significantly reduce the number of components and piping in the vehicle's thermal management system, thereby increasing the integration of the thermal management system, reducing its weight and footprint, lowering its cost, and simplifying installation and maintenance tasks. Furthermore, by reducing the number of components and piping in the thermal management system, the risk of leakage can be reduced, thereby improving the reliability of the thermal management system.
[0021] Some embodiments of the thermal management system of this application are described in detail below with reference to the accompanying drawings. It should be understood that these embodiments are not intended to limit the scope of this application. Furthermore, features in the embodiments of this application can be combined with each other unless otherwise specified.
[0022] First Embodiment
[0023] Figures 2A to 2D A first thermal management system 100 according to a first embodiment of this application is schematically illustrated. The first thermal management system 100 can... Figure 1 This is implemented in the vehicle 1 shown. Exemplarily, vehicle 1 can be a vehicle, particularly a medium or heavy-duty commercial vehicle. As described above, the power system of vehicle 1 can include two parts: a power system and a drive system.
[0024] The power system mainly includes a fuel cell 11, a DC / DC converter 12, and a power storage battery 13. The fuel cell stack 18 of the fuel cell 11 is configured to generate electrical energy. During operation of the fuel cell stack 18, the electrochemical reaction generates heat while producing electrical energy. Exemplarily, the fuel cell 11 can be a proton exchange membrane fuel cell (PEMFC) using hydrogen as fuel and oxygen as an oxidant. The fuel cell 11 may include a fuel supply system and an air supply system. Although the fuel supply system is not shown in the figures, it should be understood that the fuel supply system can have any suitable configuration to supply hydrogen to the anode of the fuel cell stack 18 and receive unconsumed hydrogen, inactive gases (inactive gases refer to gases that do not participate in the reaction, primarily nitrogen), and product water from the anode. The fuel supply system can also mix unconsumed hydrogen with fresh hydrogen from a hydrogen source for reuse at the anode, thereby improving fuel utilization efficiency. Furthermore, although the air supply system is not shown in the accompanying drawings, it should be understood that the air supply system can have any suitable configuration to supply air to the cathode of the fuel cell stack 18 and receive unconsumed oxygen, waste gas, and product water from the cathode. The unconsumed oxygen, waste gas, and product water can be discharged from the air supply system via an exhaust pipe.
[0025] The fuel cell stack 18 of the fuel cell 11 is provided with stack cooling channels to allow coolant to flow through the fuel cell stack 18, thereby regulating the temperature of the fuel cell stack 18 using coolant. For example, the coolant can carry away the heat generated by the electrochemical reaction as it flows through the fuel cell stack 18, thus cooling the fuel cell stack 18. Figures 2A to 2D The specific structure of the fuel cell stack cooling channel 18 is not shown in the document; only the inlet 18a and outlet 18b of the cooling channel are schematically indicated. It should be understood that this application is not limited in any way.
[0026] It should also be understood that the specific type of fuel cell 11 is not limited to PEMFC, but can be any suitable type of fuel cell, such as solid oxide fuel cell, alkaline fuel cell, phosphate fuel cell, molten carbonate fuel cell, etc.
[0027] The electrical energy generated by the fuel cell 11 is connected in parallel across the power battery 13 after passing through the DC / DC converter 12. The fuel cell 11 and the power battery 13 cooperate to form a composite power source to provide electrical energy to the drive system. The drive system performs the conversion from electrical energy to kinetic energy. The drive system mainly includes a motor 14 and a DC / AC converter 15. The electrical energy supplied by this composite power source is converted into alternating current by the DC / AC converter 15 to drive the motor 14. The torque output by the motor 14 is transmitted to the drive wheels 19 via the transmission mechanism 16 to drive the vehicle 1. In addition, the motor 14 can recover energy in situations such as braking of the vehicle 1. The power battery 13 can receive and store the energy recovered through the motor 14. However, when the state of charge (SOC) of the power battery 13 is high or the temperature is low, the power battery 13 cannot receive and store the energy recovered through the motor 14. In this configuration, the braking resistor 17 of the vehicle 1 can operate to dissipate the energy recovered through the motor 14, thereby protecting the motor 14, the power battery 13, and other related components. The braking resistor 17 can be any suitable type of braking resistor, such as a corrugated resistor or an aluminum alloy resistor, and can be electrically coupled to the motor 14 in any suitable manner.
[0028] The first thermal management system 100 according to this application can be shared by the fuel cell stack 18 and the braking resistor 17 to regulate the temperature of the fuel cell stack 18 and the braking resistor 17 using a coolant in response to a request to cool the fuel cell stack 18 and the braking resistor 17. The following will be combined with... Figure 2A Describe the configuration of the first thermal management system 100, and further combine it with Figures 2B to 2D Describe the operating mode of the first thermal management system 100.
[0029] Figure 2A The coolant piping connection between the first thermal management system 100 and the fuel cell stack 18 and braking resistor 17 is schematically shown. To avoid unnecessarily obscuring this application, in Figure 2A The first thermal management system 100, the fuel cell stack 18, and the braking resistor 17 are shown only schematically, and other parts of the vehicle 1 are omitted. It should be understood that this application is not limited in any way.
[0030] like Figure 2A As shown, the first thermal management system 100 includes a pump 110, a radiator 120, a coolant pipeline 130, and a pipeline switching mechanism 140.
[0031] Pump 110 is configured to drive coolant flow when activated and to stop driving coolant flow when deactivated. Pump 110 can be any suitable type of pump.
[0032] Radiator 120 is configured to cool the coolant flowing through it when activated and to stop cooling when deactivated. Although in Figure 2A The radiator 120 is shown as having a cooling fan, but it should be understood that the radiator 120 can be any heat exchanger that enables the coolant flowing through it to exchange heat with a cold source, such as a gas-liquid heat exchanger, a liquid-liquid heat exchanger, etc.
[0033] Coolant line 130 is configured to deliver coolant and includes a main line 131 and a first branch line 132 connected to the main line 131. The main line 131 connects the pump 110, radiator 120, and stack cooling channels of the fuel cell stack 18 in series. The main line 131 may include multiple sections, each extending between corresponding two of the pump 110, radiator 120, and stack cooling channels of the fuel cell stack 18. As will be described in detail below, the first branch line 132 is connected to the main line 131 as a bypass.
[0034] The braking resistor 17 is thermally coupled to the first branch 132. That is, heat exchange occurs between the braking resistor 17 and the coolant as the coolant flows through the first branch 132. The braking resistor 17 can be thermally coupled directly or indirectly to the first branch 132 in any suitable manner. For example, the first branch 132 can be arranged around or extend through the braking resistor 17. Alternatively, a heat exchanger can be provided on the first branch 132, configured to exchange heat directly or indirectly with the braking resistor 17 in any suitable manner. Furthermore, the first branch 132 can be formed as part of the braking resistor 17. It should be understood that this application is not limited in any way.
[0035] As will be described in detail below, the pipeline switching mechanism 140 is configured to selectively connect or disconnect the first branch 132 from the main branch 131.
[0036] The first thermal management system 100 is configured to selectively use at least Figure 2B The first pattern shown or Figure 2C The second mode is shown. Figure 2BAs shown, in the first mode, the pipeline switching mechanism 140 connects the first loop through the fuel cell stack 18's stack cooling channel, pump 110, and radiator 120, but without passing through the first branch 132. Pump 110 is activated to drive coolant flow along the first loop (as indicated by the arrow), and radiator 120 is activated. In the first mode, the first thermal management system 100 can cool the fuel cell stack 18. Figure 2C As shown, in the second mode, the pipeline switching mechanism 140 connects a second loop that passes through the first branch 132 (on which the braking resistor 17 is thermally coupled), the pump 110, and the radiator 120, but bypasses the fuel cell stack cooling channel of the fuel cell stack 18. The pump 110 is activated to drive coolant to flow along the second loop (as indicated by the arrow), and the radiator 120 is activated. In the second mode, the first thermal management system 100 can cool the braking resistor 17.
[0037] This configuration allows for the temperature regulation of both the fuel cell stack 18 and the braking resistor 17 within the vehicle 1 via the same first thermal management system 100. Compared to having separate thermal management systems for the fuel cell stack 18 and the braking resistor 17, the first thermal management system 100 has fewer components and piping, higher integration, easier installation and maintenance, lower cost, and smaller weight and footprint. Furthermore, the reduced number of components and piping lowers the risk of leakage, resulting in higher reliability of the first thermal management system 100.
[0038] The operation of the first thermal management system 100 can be controlled by a controller. Specifically, the pump 110, radiator 120, and pipeline switching mechanism 140 of the first thermal management system 100 can be controlled by the controller to perform corresponding operations (e.g., enabling or disabling pipeline switching). The controller can communicate (wired or wirelessly) with the pump 110, radiator 120, and pipeline switching mechanism 140 to control them. For example, the controller can receive and acquire requests for cooling of the fuel cell stack 18 and braking resistor 17, and control the first thermal management system 100 (including the pump 110, radiator 120, and pipeline switching mechanism 140) to cool the fuel cell stack 18 and braking resistor 17 based on the requests. The controller can be an electronic control unit (ECU) of the vehicle 1 or a separate controller. The controller can be part of the first thermal management system 100 or a separate component. It should be understood that this application is not limited in any way.
[0039] For example, a request to cool the fuel cell stack 18 can be generated by the ECU of the vehicle 1 or the fuel cell controller (FCU) of the fuel cell 11. The ECU or FCU can monitor the operating status of the fuel cell stack 18, such as monitoring status parameters like the temperature of the fuel cell stack 18, to determine whether cooling of the fuel cell stack 18 is necessary. When the ECU or FCU determines that cooling of the fuel cell stack 18 is necessary, it can generate a request to cool the fuel cell stack 18. For example, when the fuel cell stack 18 is operating normally to generate electricity, cooling of the fuel cell stack 18 is required. In this case, the ECU or FCU can generate a request to cool the fuel cell stack 18. As another example, when the vehicle 1 is in a long downhill condition, the fuel cell 11 is shut down and not operating, therefore cooling of the fuel cell stack 18 is not required. In this case, the ECU or FCU does not generate a request to cool the fuel cell stack 18. Furthermore, the ECU or FCU can monitor status parameters of the fuel cell stack 18, such as temperature, in real time to adjust the cooling of the fuel cell stack 18 in real time. It should be understood that the apparatus and method for generating the fuel cell stack 18 for cooling are not limited thereto.
[0040] For example, a request to cool the braking resistor 17 can be generated by the ECU of the vehicle 1. The ECU can monitor the operating state of the braking resistor 17, such as monitoring its temperature or the current flowing through it, to determine whether cooling is necessary. When the ECU determines that cooling is required, it can generate a request to cool the braking resistor 17. For example, cooling is needed when the vehicle 1 is on a long downhill slope (e.g., the power battery 13 may not be able to charge due to high SOC or low temperature) or during emergency braking. In this case, the ECU can generate a request to cool the braking resistor 17. Conversely, when the vehicle 1 is driving normally, the braking resistor 17 is not operating and therefore does not require cooling. In this case, the ECU does not generate a request to cool the braking resistor 17. Furthermore, the ECU can monitor state parameters of the braking resistor 17, such as temperature and current, to adjust the cooling of the braking resistor 17 in real time. It should be understood that the apparatus and method for generating the braking resistor 17 for cooling are not limited thereto.
[0041] The first thermal management system 100 is configured to operate in a first mode in response to a request to cool the fuel cell stack 18 but not to cool the braking resistor 17, and to operate in a second mode in response to a request to cool the braking resistor 17 but not to cool the fuel cell stack 18.
[0042] Please continue reading Figure 2A The first branch 132 of the coolant line 130 can be connected to the main line 131 as a bypass to the stack cooling channel of the fuel cell stack 18. That is, the first branch 132 and the stack cooling channel are connected in parallel to the main line 131. Specifically, the main line 131 includes a first node N11 and a second node N12 spaced apart from each other. The first node N11 is located upstream of the inlet 18a of the stack cooling channel of the fuel cell stack 18, and the second node N12 is located downstream of the outlet 18b of the stack cooling channel of the fuel cell stack 18. The first branch 132 is connected between the first node N11 and the second node N12.
[0043] The pipeline switching mechanism 140 may include a first valve mechanism 141, which is configured to be capable of at least... Figure 2B The first state shown and Figure 2C Switching between the second states shown. For example... Figure 2B As shown, when the first valve mechanism 141 is in the first state, it connects the main path 131 to the fuel cell stack cooling channel, while blocking the first branch path 132 relative to the main path 131 and the fuel cell stack cooling channel. In this case, the coolant will flow through the fuel cell stack cooling channel when driven, but will not flow through the first branch path 132. Therefore, the coolant can exchange heat with the fuel cell stack 18, but cannot exchange heat with the braking resistor 17 thermally coupled to the first branch path 132. Figure 2C As shown, when the first valve mechanism 141 is in the second state, it connects the main path 131 to the first branch path 132, while blocking the fuel cell stack cooling channel relative to the main path 131 and the first branch path 132. In this case, the coolant will flow through the first branch path 132 when driven, but will not flow through the fuel cell stack cooling channel. Therefore, the coolant can exchange heat with the braking resistor 17 thermally coupled to the first branch path 132, but cannot exchange heat with the fuel cell stack 18.
[0044] The first thermal management system 100 is capable of operating in a first mode in response to a request to cool the fuel cell stack 18 but not a request to cool the braking resistor 17 (e.g., when the vehicle 1 is operating normally). Figure 2B As shown, in this first mode, the first valve mechanism 141 is placed in a first state, and the first loop passes through the stack cooling channel, pump 110, and radiator 120, but not through the first branch 132. Pump 110 is activated to drive coolant to flow along the first loop (as indicated by the arrow), and radiator 120 is activated. In this case, coolant flows through the stack cooling channel to cool the fuel cell stack 18, but does not flow through the first branch 132.
[0045] The first thermal management system 100 is capable of operating in a second mode in response to a request to cool the braking resistor 17 but not a request to cool the fuel cell stack 18 (e.g., when the vehicle 1 is in a long downhill condition). Figure 2C As shown, in this second mode, the first valve mechanism 141 is placed in the second state, and the second loop passes through the first branch 132, pump 110, and radiator 120, but not through the fuel cell stack cooling channel. Pump 110 is activated to drive coolant to flow along the second loop (as indicated by the arrow), and radiator 120 is activated. In this case, coolant flows through the first branch 132 to cool the braking resistor 17, but does not flow through the fuel cell stack cooling channel of the fuel cell stack 18.
[0046] In some embodiments, the first thermal management system 100 may also be configured to operate in a third mode in response to a simultaneous request for cooling of both the braking resistor 17 and the fuel cell stack 18 (e.g., during emergency braking of the vehicle 1). In other words, the first thermal management system 100 is configured to selectively operate in the aforementioned first mode, the aforementioned second mode, or... Figure 2D The third mode is shown. (Example) Figure 2D As shown, in the third mode, the pipeline switching mechanism 140 connects the third loop passing through the pump 110, radiator 120, stack cooling channel, and first branch 132. The pump 110 is activated to drive the coolant to flow along the third loop, and the radiator 120 is activated. In this case, the coolant, when driven, will flow through both the stack cooling channel and the first branch 132 to cool both the fuel cell stack 18 and the braking resistor 17.
[0047] Specifically, the first valve mechanism 141 can be configured to be able to Figure 2B The first state shown Figure 2C The second state shown and Figure 2D The system switches between the shown third states. When the first valve mechanism 141 is in the third state, it connects the main path 131 to both the fuel cell stack cooling channel and the first branch path 132. In this case, the coolant flows through both the fuel cell stack cooling channel and the first branch path 132 when driven. That is, a first portion of the coolant flowing along the main path 131 flows through the fuel cell stack cooling channel, and a second portion flows through the first branch path 132. Therefore, the coolant is able to exchange heat with both the fuel cell stack 18 and the braking resistor 17.
[0048] like Figure 2DAs shown, in the third mode, the first valve mechanism 141 is placed in a third state to connect the third loop through the pump 110, radiator 120, stack cooling channel, and first branch 132. The pump 110 is activated to drive coolant to flow along the third loop (as indicated by the arrow), and the radiator 120 is activated. In this case, coolant flows through the first branch 132 to cool the braking resistor 17 and through the stack cooling channel to cool the fuel cell stack 18.
[0049] In one of these embodiments, in the third mode, the first valve mechanism 141 may be controllable to adjust the ratio of coolant flowing through the stack cooling channel to coolant flowing through the first branch 132. That is, the first valve mechanism 141 is capable of adjusting the ratio of coolant entering the stack cooling channel from the main branch 131 to coolant entering the first branch 132. This configuration allows for precise temperature control of the braking resistor 17 and the fuel cell stack 18 in the third mode by adjusting the ratio of coolant flowing through the stack cooling channel to coolant flowing through the first branch 132 via the first valve mechanism 141 (e.g., in real-time) based on the cooling requirements (e.g., expressed in terms of heat generation) of the braking resistor 17 and the fuel cell stack 18.
[0050] In some embodiments, such as Figures 2A to 2D As shown, the first valve mechanism 141 can be in the form of a three-way valve, which is disposed at the first node N11 to achieve the aforementioned function of the first valve mechanism 141. It should be understood that the specific form of the first valve mechanism 141 is not limited to this. For example, the first valve mechanism 141 can be in the form of a three-way valve disposed at the second node N12. Alternatively, the first valve mechanism 141 can include an on / off valve (not shown) disposed on the first branch 132 and an on / off valve (not shown) disposed on the section of the main path 131 connecting the fuel cell cooling channel to achieve the aforementioned function of the first valve mechanism 141. That is, the first valve mechanism 141 can include a combination of on / off valves. In other embodiments, the first valve mechanism 141 can also take any other suitable form.
[0051] In some embodiments, such as Figure 2A As shown, the number of pumps 110 can be single. Alternatively or additionally, such as... Figure 2A As shown, the number of radiators 120 can be single. That is, in the first thermal management system 100, cooling of the fuel cell stack 18 and the braking resistor 17 can be achieved using the same pump 110 and / or the same radiator 120. This significantly reduces the number of components and piping in the first thermal management system 100, improves its integration and ease of installation and maintenance, reduces its cost, and decreases its weight and footprint.
[0052] although Figures 2A to 2D The diagram shows pump 110 located between radiator 120 and first node N11, but it should be understood that the location of pump 110 is not limited to this. In other embodiments, pump 110 may also be located between radiator 120 and second node N12.
[0053] Second Embodiment
[0054] Figures 3A to 3D A second thermal management system 200 according to a second embodiment of this application is schematically shown. This second thermal management system 200 can also be used in... Figure 1 It is implemented in the vehicle 1 shown.
[0055] Similar to the first thermal management system 100, the second thermal management system 200 can also be shared by the fuel cell stack 18 and the braking resistor 17 to regulate the temperature of the fuel cell stack 18 and the braking resistor 17 using a coolant in response to a request for cooling. The following will be combined with... Figure 3A Describe the configuration of the second thermal management system 200, and further combine it with Figures 3B to 3D Describe the operating mode of the second thermal management system 200.
[0056] Figure 3A The diagram schematically illustrates the coolant piping connection between the second thermal management system 200 and the fuel cell stack 18 and braking resistor 17. Similar to the first thermal management system 100, as... Figure 3A As shown, the second thermal management system 200 includes a pump 110, a radiator 120, coolant piping 230, and a piping switching mechanism 240. The configuration of the pump 110 and radiator 120 in the second thermal management system 200 is the same as that in the first thermal management system 100. Therefore, in Figures 3A to 3D These same components are identified by the same reference numerals in the accompanying drawings. For the sake of brevity, the details of these same components will not be described further.
[0057] Coolant line 230 is configured to transport coolant. Similar to coolant line 130 of the first thermal management system 100, as... Figure 3A As shown, the coolant piping 230 includes a main line 231 and a first branch line 232 connected to the main line 231. The main line 231 connects the pump 110, the radiator 120, and the fuel cell stack cooling channel of the fuel cell stack 18 in series. The main line 231 includes a first node N21 and a second node N22 spaced apart from each other upstream of the fuel cell stack cooling channel, and a first section 231a extending between the first node N21 and the second node N22. That is, the first section 231a is located upstream of the fuel cell stack cooling channel. The second node N22 is closer to the inlet 18a of the fuel cell stack cooling channel than the first node N21.
[0058] The braking resistor 17 is thermally coupled to the first branch 232 of the coolant line 230. Unlike the coolant line 130 of the first thermal management system 100, the first branch 232 of the coolant line 230 is connected to the main line 231 as a bypass to the first section 231a of the main line 231. The first branch 232 is connected between the first node N21 and the second node N22.
[0059] Similar to the pipeline switching mechanism 140, as will be described in detail below, the pipeline switching mechanism 240 is configured to selectively connect or disconnect the first branch 232 from the main branch 231.
[0060] The second thermal management system 200 is configured to selectively use at least Figure 3B The first pattern shown or Figure 3C The second mode is shown. Figure 3B As shown, in the first mode, the pipeline switching mechanism 240 connects the first loop that passes through the first section 231a and the remaining sections of the main pipeline 231, the stack cooling channel of the fuel cell stack 18, the pump 110, and the radiator 120, but does not pass through the first branch pipeline 232. The pump 110 is activated to drive the coolant to flow along the first loop (as indicated by the arrow), and the radiator 120 is activated. In the first mode, the second thermal management system 200 can cool the fuel cell stack 18. Figure 3C As shown, in the second mode, the pipeline switching mechanism 240 connects a second loop that passes through the first branch 232 (to which the braking resistor 17 is thermally coupled), the remaining section of the main line 231, the fuel cell stack cooling channel of the fuel cell stack 18, the pump 110, and the radiator 120, but bypasses the first section 231a of the main line 231. The pump 110 is activated to drive the coolant to flow along the second loop (as indicated by the arrow), and the radiator 120 is activated. In the second mode, the second thermal management system 200 can cool the braking resistor 17. Furthermore, in the second mode, after flowing through the braking resistor 17, the coolant flows through the fuel cell stack cooling channel of the fuel cell stack 18. That is, the coolant heated by the braking resistor 17 flows through the stack cooling channel to heat the fuel cell stack 18. This allows the temperature of the fuel cell stack 18 to be maintained. For example, when the fuel cell stack 18 is shut down and the braking resistor 17 is in operation (e.g., during a long downhill driving condition), it is advantageous to heat the fuel cell stack 18 with coolant, as this can maintain the temperature of the fuel cell stack 18 within a range that allows for rapid start-up. This is particularly advantageous when the vehicle 1 is in a low-temperature environment (e.g., in winter).
[0061] This configuration allows for the temperature regulation of both the fuel cell stack 18 and the braking resistor 17 within the vehicle 1 via the same second thermal management system 200. Compared to separate thermal management systems for the fuel cell stack 18 and the braking resistor 17, the second thermal management system 200 has fewer components and piping, higher integration, easier installation and maintenance, lower cost, and smaller weight and footprint. Furthermore, the reduced number of components and piping lowers the risk of leakage, resulting in higher reliability for the second thermal management system 200.
[0062] Similar to the first thermal management system 100, the operation of the second thermal management system 200 can be controlled by a controller. For the sake of brevity, details of these similar components will not be elaborated further.
[0063] The second thermal management system 200 is configured to operate in a first mode in response to a request to cool the fuel cell stack 18 but not to cool the braking resistor 17, and to operate in a second mode in response to a request to cool the braking resistor 17 but not to cool the fuel cell stack 18.
[0064] Please continue reading Figure 3A The pipeline switching mechanism 240 may include a first valve mechanism 241, which is configured to be capable of at least... Figure 3B The first state shown and Figure 3C Switching between the second states shown. For example... Figure 3B As shown, when the first valve mechanism 241 is in the first state, it connects the first section 231a to the remaining sections of the main path 231, while blocking the first branch 232 relative to the first section 231a and the remaining sections of the main path 231. In this case, the coolant will flow through the fuel cell stack cooling channel when driven, but will not flow through the first branch 232. Therefore, the coolant can exchange heat with the fuel cell stack 18, but cannot exchange heat with the braking resistor 17 thermally coupled to the first branch 232. Figure 3C As shown, when the first valve mechanism 241 is in the second state, it connects the first branch 232 to the remaining section of the main branch 231, while blocking the first section 231a relative to the first branch 232 and the remaining section of the main branch 231. In this case, when driven, the coolant will first flow through the first branch 232 and then through the fuel cell stack cooling channel. Therefore, the coolant can cool the braking resistor 17, and the subsequently heated coolant will heat the fuel cell stack 18.
[0065] The second thermal management system 200 is capable of operating in a first mode in response to a request to cool the fuel cell stack 18 but not a request to cool the braking resistor 17 (e.g., when the vehicle 1 is operating normally). Figure 3BAs shown, in the first mode, the first valve mechanism 241 is placed in the first state, and the first loop passes through the first section 231a and the remaining sections of the main path 231, the fuel cell stack cooling channel, the pump 110, and the radiator 120, but not through the first branch path 232. The pump 110 is activated to drive the coolant to flow along the first loop (as indicated by the arrow), and the radiator 120 is activated. In this case, the coolant flows through the fuel cell stack cooling channel to cool the fuel cell stack 18, but does not flow through the first branch path 232.
[0066] The second thermal management system 200 is capable of operating in a second mode in response to a request to cool the braking resistor 17 but not a request to cool the fuel cell stack 18 (e.g., when the vehicle 1 is in a long downhill condition). Figure 3C As shown, in the second mode, the first valve mechanism 241 is placed in the second state, and the second loop passes through the first branch 232, the remaining section of the main path 231, the stack cooling channel, the pump 110, and the radiator 120, but bypasses the first section 231a of the main path 231. The pump 110 is activated to drive the coolant to flow along the second loop, and the radiator 120 is activated. In this case, the coolant flows along the main path 231 and through the first branch 232, and then through the stack cooling channel. The coolant first cools the braking resistor 17 and then heats the fuel cell stack 18.
[0067] In some embodiments, the second thermal management system 200 may also be configured to operate in a third mode in response to a simultaneous request for cooling of both the braking resistor 17 and the fuel cell stack 18 (e.g., during emergency braking of the vehicle 1). In other words, the second thermal management system 200 is configured to selectively operate in the aforementioned first mode, the aforementioned second mode, or... Figure 3D The third mode is shown. (Example) Figure 3D As shown, in the third mode, the pipeline switching mechanism 240 connects the third loop, which passes through the pump 110, the radiator 120, the first section 231a and the remaining sections of the main pipeline 231, the stack cooling channel, and the first branch 232. The pump 110 is activated to drive the coolant to flow along the third loop, and the radiator 120 is activated. In this case, the coolant, when driven, will flow along the main pipeline 231 and pass through both the first branch 232 and the first section 231a, and then flow through the stack cooling channel. That is, a first portion of the coolant flowing along the main pipeline 231 will flow through the first branch 232, and a second portion will flow through the first section 231a, after which the first and second portions will merge and flow together through the stack cooling channel. Therefore, the coolant can cool both the fuel cell stack 18 and the braking resistor 17.
[0068] Specifically, the first valve mechanism 241 can be configured to be able to Figure 3B The first state shown Figure 3C The second state shown and Figure 3D The system switches between the shown third states. When the first valve mechanism 241 is in the third state, it connects the main path 231 to both the fuel cell stack cooling channel and the first branch path 232. In this case, the coolant flows through both the first section 231a and the first branch path 232 when driven. Therefore, the coolant can flow along the main path 231 and through the first branch path 232 and the first section 231a, and then through the fuel cell stack cooling channel to cool both the fuel cell stack 18 and the braking resistor 17.
[0069] like Figure 3D As shown, in the third mode, the first valve mechanism 241 is placed in the third state to connect the third loop through the pump 110, radiator 120, the first section 231a and remaining sections of the main path 231, the stack cooling channel, and the first branch 232. The pump 110 is activated to drive the coolant to flow along the third loop (as indicated by the arrow), and the radiator 120 is activated. In this case, the coolant flows through the first branch 232 to cool the braking resistor 17 and through the stack cooling channel to cool the fuel cell stack 18. That is, the coolant flowing through the first branch 232 (which is heated) and flowing through the first section 231a (which is not heated) can then merge (at the second node N22) and flow together through the stack cooling channel to cool the fuel cell stack 18.
[0070] In one of these embodiments, in the third mode, the first valve mechanism 241 may be controllable to adjust the ratio of coolant flowing through the first section 231a to coolant flowing through the first branch 232. That is, the first valve mechanism 241 is capable of adjusting the ratio of coolant entering the first branch 232 from the main path 231 to coolant entering the first section 231a. This configuration allows for precise temperature control of the braking resistor 17 in the third mode by adjusting the ratio of coolant flowing through the first branch 232 to coolant flowing through the first section 231a via the first valve mechanism 241 (e.g., in real-time) based on the cooling requirements of the braking resistor 17 (e.g., expressed in terms of heat generation).
[0071] Similar to the first valve mechanism 141 of the first thermal management system 100, the first valve mechanism 241 of the second thermal management system 200 can also be in the form of a combination of a three-way valve or an on / off valve, or any other suitable form. For the sake of brevity, details of these similar parts will not be elaborated further.
[0072] Third Embodiment
[0073] Figures 4A to 4DA third thermal management system 300 according to a third embodiment of this application is schematically illustrated. This third thermal management system 300 can also be used in… Figure 1 It is implemented in the vehicle 1 shown.
[0074] Similar to the first thermal management system 100 and the second thermal management system 200, the third thermal management system 300 can also be shared by the fuel cell stack 18 and the braking resistor 17 to regulate the temperature of the fuel cell stack 18 and the braking resistor 17 using a coolant in response to a request for cooling. The following will be combined with... Figure 4A Describe the configuration of the third thermal management system 300, and further combine it with... Figures 4B to 4D Describe the operating modes of the third thermal management system 300.
[0075] Figure 4A The diagram schematically illustrates the coolant piping connection between the third thermal management system 300 and the fuel cell stack 18 and braking resistor 17. Similar to the first thermal management system 100 and the second thermal management system 200, as... Figure 4A As shown, the third thermal management system 300 includes a pump 110, a radiator 120, coolant piping 330, and a piping switching mechanism 340. The configuration of the pump 110 and radiator 120 in the third thermal management system 300 is the same as that in the first thermal management system 100 and the second thermal management system 200. Therefore, in Figures 4A to 4D These same components are identified by the same reference numerals in the accompanying drawings. For the sake of brevity, the details of these same components will not be described further.
[0076] Coolant line 330 is configured to transport coolant. It is similar to coolant line 130 of the first thermal management system 100 and coolant line 230 of the second thermal management system 200, as follows: Figure 4A As shown, the coolant line 330 includes a main line 331 and a first branch line 332 connected to the main line 331. The main line 331 connects the pump 110, the radiator 120, and the fuel cell stack 18's stack cooling channel in series. The main line 331 includes a first node N31, a second node N32, and a third node N33 spaced apart from each other upstream of the stack cooling channel; a fourth node N34 downstream of the stack cooling channel; and a first section 331a extending between the first node N31 and the second node N32. That is, the first section 331a is located upstream of the stack cooling channel. The second node N32 is closer to the inlet 18a of the stack cooling channel than the first node N31, and the third node N33 is closer to the inlet 18a of the stack cooling channel than the second node N32.
[0077] The braking resistor 17 is thermally coupled to the first branch 332 of the coolant line 330. Similar to the coolant line 230 of the second thermal management system 200, the first branch 332 of the coolant line 330 of the third thermal management system 300 is connected to the main line 331 as a bypass to the first section 331a of the main line 331. The first branch 332 is connected between the first node N31 and the second node N32.
[0078] Similar to the pipe switching mechanism 240 of the second thermal management system 200, as will be described in detail below, the pipe switching mechanism 340 of the third thermal management system 300 is configured to selectively connect the first branch 332 to or disconnect it from the main branch 331.
[0079] Unlike the second thermal management system 200, the third thermal management system 300 also includes a second branch 333. The second branch 333 serves as a bypass to the main branch 331, acting as a cooling channel for the fuel cell stack 18, and is located downstream of the first section 331a and the first branch 332 on the main branch 331. The second branch 333 is connected between the third node N33 and the fourth node N34.
[0080] Furthermore, unlike the second thermal management system 200, the pipeline switching mechanism 340 of the third thermal management system 300 is also configured to selectively connect the second branch 333 to the main branch 331 or disconnect it from the main branch 331.
[0081] The third thermal management system 300 is configured to selectively use at least Figure 4B The first pattern shown or Figure 4C The second mode is shown. Figure 4B As shown, in the first mode, the pipeline switching mechanism 340 connects a first loop that passes through the first section 331a and the remaining sections of the main pipeline 331, the fuel cell stack cooling channel of the fuel cell stack 18, the pump 110, and the radiator 120, but bypasses the first branch 332 and the second branch 333. The pump 110 is activated to drive coolant flow along the first loop (as indicated by the arrow), and the radiator 120 is activated. In the first mode, the third thermal management system 300 can cool the fuel cell stack 18. Figure 4CAs shown, in the second mode, the pipeline switching mechanism 340 connects a second loop that passes through the first branch 332 (to which the braking resistor 17 is thermally coupled), the remaining section of the main line 331, the stack cooling channel of the fuel cell stack 18, the second branch 333, the pump 110, and the radiator 120, but bypasses the first section 331a of the main line 331. The pump 110 is activated to drive coolant flow along the second loop (as indicated by the arrow), and the radiator 120 is activated. In the second mode, the third thermal management system 300 can cool the braking resistor 17. Furthermore, in the second mode, a portion of the coolant flowing through the braking resistor 17 flows through the stack cooling channel of the fuel cell stack 18. That is, the coolant heated by the braking resistor 17 can subsequently flow through the stack cooling channel to heat the fuel cell stack 18. This allows the temperature of the fuel cell stack 18 to be maintained. For example, when the fuel cell stack 18 is shut down and the braking resistor 17 is in operation (e.g., during a long downhill run), it is advantageous to heat the fuel cell stack 18 with coolant, as this can maintain the temperature of the fuel cell stack 18 within a range that allows for rapid start-up. This is particularly advantageous when the vehicle 1 is in a low-temperature environment (e.g., winter).
[0082] This configuration allows for the temperature regulation of both the fuel cell stack 18 and the braking resistor 17 within the vehicle 1 via the same third thermal management system 300. Compared to separate thermal management systems for the fuel cell stack 18 and the braking resistor 17, the third thermal management system 300 has fewer components and piping, higher integration, easier installation and maintenance, lower cost, and smaller weight and footprint. Furthermore, the reduced number of components and piping lowers the risk of leakage, resulting in higher reliability for the third thermal management system 300.
[0083] Similar to the first thermal management system 100 and the second thermal management system 200, the operation of the third thermal management system 300 can be controlled by a controller. For the sake of brevity, details of these similar components will not be elaborated further.
[0084] The third thermal management system 300 is configured to operate in a first mode in response to a request to cool the fuel cell stack 18 but not to cool the braking resistor 17, and to operate in a second mode in response to a request to cool the braking resistor 17 but not to cool the fuel cell stack 18.
[0085] Please continue reading Figure 4A The pipeline switching mechanism 340 may include a first valve mechanism 341 and a second valve mechanism 342. The first valve mechanism 341 is configured to be able to at least Figure 4B The first state shown and Figure 4CSwitching between the second states shown. For example... Figure 4B As shown, when the first valve mechanism 341 is in the first state, it connects the first section 331a to the remaining sections of the main circuit 331, while blocking the first branch circuit 332 relative to the first section 331a and the remaining sections of the main circuit 331. In this case, when driven, the coolant will flow through the first section 331a, but not through the first branch circuit 332. Figure 4C As shown, when the first valve mechanism 341 is in the second state, it connects the first branch 332 to the remaining section of the main line 331, while blocking the first section 331a relative to the first branch 332 and the remaining section of the main line 331. In this case, when driven, the coolant will flow through the first branch 332, but not through the first section 331a of the main line 331.
[0086] The second valve mechanism 342 is configured to be able to at least Figure 4B The fourth state shown and Figure 4C Switching between the fifth states shown. For example... Figure 4B As shown, when the second valve mechanism 342 is placed in the fourth state, it connects the main path 331 to the fuel cell cooling channel, while blocking the second branch path 333 relative to both the main path 331 and the fuel cell cooling channel. In this case, coolant flows through the fuel cell cooling channel when driven, but not through the second branch path 333. Figure 4C As shown, when the second valve mechanism 342 is in the fifth state, it connects the main path 331 to both the fuel cell cooling channel and the second branch path 333. In this case, coolant will flow through both the fuel cell cooling channel and the second branch path 333. That is, a first portion of the coolant flowing along the main path 331 will flow through the fuel cell cooling channel, and a second portion will flow through the second branch path 333.
[0087] The third thermal management system 300 is capable of operating in a first mode in response to a request to cool the fuel cell stack 18 but not a request to cool the braking resistor 17 (e.g., when the vehicle 1 is operating normally). Figure 4B As shown, in the first mode, the first valve mechanism 341 is in a first state, the second valve mechanism 342 is in a fourth state, and the first loop passes through the first section 331a and the remaining sections of the main path 331, the fuel cell stack cooling channel, the pump 110, and the radiator 120, but not through the first branch 332 and the second branch 333. The pump 110 is activated to drive the coolant to flow along the first loop (as indicated by the arrow), and the radiator 120 is activated. In this case, the coolant flows through the fuel cell stack cooling channel to cool the fuel cell stack 18, but does not flow through the first branch 332.
[0088] The third thermal management system 300 can operate in a second mode in response to a request to cool the braking resistor 17 but not a request to cool the fuel cell stack 18 (e.g., when the vehicle 1 is in a long downhill condition). Figure 4C As shown, in the second mode, the first valve mechanism 341 is in the second state, the second valve mechanism 342 is in the fifth state, and the second loop passes through the first branch 332, the remaining section of the main path 331, the stack cooling channel, the second branch 333, the pump 110, and the radiator 120, but does not pass through the first section 331a of the main path 331. In this case, all the coolant flows through the first branch 332 to cool the braking resistor 17, and a portion of the coolant subsequently heated by the braking resistor 17 flows through the stack cooling channel to heat the fuel cell stack 18.
[0089] In one of these embodiments, in a second mode, the second valve mechanism 342 can be controllable to adjust the ratio of coolant flowing through the stack cooling channel to coolant flowing through the second branch 333. That is, the second valve mechanism 342 can adjust the ratio of coolant entering the stack cooling channel from the main branch 331 to coolant entering the second branch 333. This configuration allows for precise control of the insulation temperature of the fuel cell stack 18 in the second mode by adjusting the ratio of coolant flowing through the stack cooling channel to coolant flowing through the second branch 333 via the second valve mechanism 342 (e.g., in real-time) based on the heating requirements of the fuel cell stack 18.
[0090] In some embodiments, the third thermal management system 300 may also be configured to operate in a third mode in response to a simultaneous request for cooling of both the braking resistor 17 and the fuel cell stack 18 (e.g., during emergency braking of the vehicle 1). In other words, the third thermal management system 300 is configured to selectively operate in the aforementioned first mode, the aforementioned second mode, or... Figure 4D The third mode is shown. (Example) Figure 4D As shown, in the third mode, the pipeline switching mechanism 340 connects the third loop, which passes through the pump 110, radiator 120, the first section 331a and the remaining sections of the main pipeline 331, the first branch 332 and the stack cooling channel, but bypasses the second branch 333. The pump 110 is activated to drive the coolant to flow along the third loop, and the radiator 120 is activated. In this case, the coolant, when driven, will flow along the main pipeline 331 and through the first branch 332 and the first section 331a, and then through the stack cooling channel. That is, a first portion of the coolant flowing along the main pipeline 331 will flow through the first branch 332, and a second portion will flow through the first section 331a, after which the first and second portions will merge and flow together through the stack cooling channel. Therefore, the coolant can cool both the fuel cell stack 18 and the braking resistor 17.
[0091] Specifically, the first valve mechanism 341 is configured to be able to, for example Figure 4B The first state shown, such as Figure 4C The second state shown and as Figure 4D Switching between the third states shown. For example... Figure 4D As shown, when the first valve mechanism 341 is in the third state, it connects the remaining section of the main line 331 to both the first section 331a and the first branch line 332. In this case, when driven, the coolant will flow through both the first section 331a and the first branch line 332.
[0092] like Figure 4D As shown, in the third mode, the first valve mechanism 341 is placed in the third state, and the second valve mechanism 342 is placed in the aforementioned fourth state to connect the third loop, which passes through the pump 110, radiator 120, the first section 331a and the remaining sections of the main path 331, the first branch 332, and the stack cooling channel, but does not pass through the second branch 333. The pump 110 is activated to drive the coolant to flow along the third loop, and the radiator 120 is activated. In this case, the coolant flows through the first branch 332 to cool the braking resistor 17 and flows through the stack cooling channel to cool the fuel cell stack 18. That is, the coolant flowing through the first branch 332 (which is heated) and flowing through the first section 331a (which is not heated) can then merge (at the second node N32) and flow together through the stack cooling channel to cool the fuel cell stack 18.
[0093] In one of these embodiments, in the third mode, the first valve mechanism 341 may be controllable to adjust the ratio of coolant flowing through the first branch 332 to coolant flowing through the first section 331a. That is, the first valve mechanism 341 is capable of adjusting the ratio of coolant entering the first branch 332 from other sections of the main path 331 to coolant entering the first section 331a. This configuration allows for precise temperature control of the braking resistor 17 and the fuel cell stack 18 in the third mode by adjusting the ratio of coolant flowing through the first branch 332 to coolant flowing through the first section 331a (e.g., in real-time) via the first valve mechanism 341 based on the cooling requirements of the braking resistor 17 (e.g., expressed in terms of heat generation).
[0094] It should be understood that the third thermal management system 300 can also be configured to operate in other modes. For example, when there is a request to cool the braking resistor 17 but no request to cool and heat the fuel cell stack 18, the third thermal management system 300 can operate in a fourth mode in which the first valve mechanism 341 is placed in the second state and the second valve mechanism 342 is placed in the sixth state (when the second valve mechanism 342 is placed in the sixth state, it connects the main line 331 to the second branch line 333 and blocks the stack cooling channel relative to the main line 331 and the second branch line 333), to connect the fourth loop through the pump 110, the radiator 120, the first branch line 332 and the second branch line 333, without passing through the first section 331a and the stack cooling channel. The pump 110 is activated to drive the coolant to flow along the fourth loop, and the radiator 120 is activated. In this case, all the coolant flows through the first branch 332 to cool the braking resistor 17, and the coolant flowing through the first branch 332 does not flow through the fuel cell stack cooling channel.
[0095] Similar to the first valve mechanism 141 of the first thermal management system 100 and the first valve mechanism 241 of the second thermal management system 200, the first valve mechanism 341 and the second valve mechanism 342 of the third thermal management system 300 can each be in the form of a combination of three-way valves or on / off valves, or in any other suitable form. For the sake of brevity, details of these similar parts will not be elaborated further.
[0096] The vehicle 1 may also include components to be heated (not shown). For example, the component to be heated may be the power battery 13. When the ambient temperature of the vehicle 1 is low, the power battery 13 needs to be heated to maintain its temperature at a suitable level, thereby ensuring efficient charging and discharging. Alternatively, the component to be heated may be a heater in the air conditioning system of the vehicle 1, which can be used to heat the interior space of the passenger cabin and / or cargo hold of the vehicle 1. It should be understood that this application is not limited in this respect, and the component to be heated may be any suitable component of the vehicle 1 that requires heating.
[0097] In some embodiments, the component of the vehicle 1 to be heated can be thermally coupled to a second branch 333 of the coolant line 330. That is, heat exchange can occur between the component to be heated and the coolant as the coolant flows through the second branch 333. The component to be heated can be thermally coupled directly or indirectly to the second branch 333 in any suitable manner.
[0098] With this configuration, when the third thermal management system 300 is used as follows Figure 4CWhen the second mode shown or the aforementioned fourth mode is running, the coolant flowing through the second branch 333 can heat the components to be heated in order to recover part of the energy dissipated by the braking resistor 17, thereby improving the energy utilization efficiency of the vehicle 1.
[0099] The first, second, and third embodiments of the thermal management system of this application are described in detail above with reference to the accompanying drawings. From these embodiments, it can be seen that the inventors have recognized and are aware of a thermal management system for a vehicle, comprising: a pump configured to drive coolant flow when activated; a radiator configured to cool coolant flowing therethrough when activated; a coolant pipeline configured to deliver coolant and including a main line and a first branch connected to the main line, the main line connecting the pump, the radiator, and a fuel cell stack cooling channel of the vehicle in series, the vehicle's braking resistor being thermally coupled to the first branch; and a pipeline switching mechanism configured to selectively connect or disconnect the first branch from the main line. The thermal management system can be configured to selectively operate in at least a first mode or a second mode, wherein: in the first mode, a pipeline switching mechanism connects a first loop passing through at least the fuel cell stack cooling channel, a pump, and a radiator, the pump is activated to drive coolant flow along the first loop, and the radiator is activated; and in the second mode, the pipeline switching mechanism connects a second loop passing through at least a first branch, a pump, and a radiator, the pump is activated to drive coolant flow along the second loop, and the radiator is activated.
[0100] Accordingly, the inventors also recognize and understand a method for controlling a thermal management system for a vehicle. This thermal management system can be the aforementioned thermal management system. The method may include: operating the thermal management system in a first mode in response to a request for cooling the fuel cell stack of the vehicle but not a request for cooling the braking resistor of the vehicle; and operating the thermal management system in a second mode in response to a request for cooling the braking resistor but not a request for cooling the fuel cell stack.
[0101] In addition, the inventors also recognize and are aware of a computer program product that includes a computer program / instruction that, when executed by a processor, implements the aforementioned control method.
[0102] Although the vehicle 1 described above is a car, it should be understood that this application is not limited in this respect. In other embodiments, the vehicle 1 can be any other suitable vehicle such as a train.
[0103] Although not shown in the figures, it should be understood that the first thermal management system 100, the second thermal management system 200, and the third thermal management system 300 can each be configured to stop operating in response to the absence of a request for cooling of the braking resistor 17 and the fuel cell stack 18. In this case, the pump 110 and the radiator 120 are deactivated, and no coolant flow occurs in the coolant lines.
[0104] Although not shown in the figures, it should be understood that for each of the first thermal management system 100, the second thermal management system 200, and the third thermal management system 300, the coolant piping may also include any other suitable branches such as deionization branches and heating branches. For example, a deionizer may be provided on the deionization branch, and the deionizer is capable of reducing the ion concentration in the coolant as the coolant flows through it. As another example, a heater may be provided on the heating branch to heat the coolant during a low-temperature cold start of the fuel cell 11. Exemplarily, the heating branch may be connected to the main line as a bypass of the radiator 120. Thus, each of the first thermal management system 100, the second thermal management system 200, and the third thermal management system 300 may integrate the functions of thermal management (cooling and heating) of the fuel cell 11 and cooling of the braking resistor 17.
[0105] In this application, the terms “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” are used only to distinguish one component, pipeline, or state from another component, pipeline, or state, but such components, pipelines, and states should not be limited by such terms.
[0106] The present application has been described in detail above with reference to specific embodiments. Obviously, the above description and the embodiments shown in the accompanying drawings should be understood as exemplary and not as limiting the present application. Those skilled in the art can make various modifications or alterations without departing from the spirit of the present application, and such modifications or alterations do not depart from the scope of the present application.
Claims
1. A thermal management system (100, 200, 300) for a vehicle (1), the vehicle including an electric motor (14), a fuel cell stack (18) configured to generate electrical energy and having a stack cooling channel, and a braking resistor (17) configured to dissipate energy recovered through the electric motor, the thermal management system comprising: Pump (110), the pump being configured to drive coolant flow when activated; A radiator (120) configured to cool coolant flowing through it when activated; A coolant line (130) is configured to deliver coolant and includes a main line (131, 231, 331) and a first branch line (132, 232, 332) connected to the main line. The main line connects the pump, the radiator and the fuel cell stack cooling channel in series, and the braking resistor is thermally coupled to the first branch line. as well as Pipeline switching mechanism (140, 240, 340), the pipeline switching mechanism being configured to selectively connect the first branch to the main road or disconnect it from the main road; The thermal management system is configured to selectively operate in at least a first mode or a second mode, wherein: In the first mode, the pipeline switching mechanism connects a first loop that passes through at least the fuel cell stack cooling channel, the pump, and the radiator, the pump is activated to drive coolant to flow along the first loop, and the radiator is activated. as well as In the second mode, the pipeline switching mechanism connects a second loop that passes through at least the first branch, the pump, and the radiator, the pump is activated to drive coolant to flow along the second loop, and the radiator is activated.
2. The thermal management system according to claim 1, characterized in that: The first branch is connected to the main road as a bypass passage for the fuel cell stack cooling channel; The pipeline switching mechanism includes a first valve mechanism (141) configured to switch between at least a first state and a second state. When the first valve mechanism is placed in the first state, it connects the main pipeline to the fuel cell cooling channel and blocks the first branch pipeline relative to the main pipeline and the fuel cell cooling channel. When the first valve mechanism is placed in the second state, it connects the main pipeline to the first branch pipeline and blocks the fuel cell cooling channel relative to the main pipeline and the first branch pipeline. In the first mode, the first valve mechanism is placed in the first state, and the first loop passes through the fuel cell cooling channel, the pump, and the radiator, but not through the first branch. as well as In the second mode, the first valve mechanism is placed in the second state, and the second loop passes through the first branch, the pump, and the radiator, but not through the fuel cell stack cooling channel.
3. The thermal management system according to claim 2, characterized in that: The first valve mechanism is configured to switch between a first state, a second state, and a third state. When the first valve mechanism is placed in the third state, it connects the main path to both the fuel cell cooling channel and the first branch path, and is controllable to adjust the ratio of coolant flowing through the fuel cell cooling channel to coolant flowing through the first branch path. as well as The thermal management system is configured to selectively operate in a first mode, a second mode, or a third mode, in which the first valve mechanism is placed in the third state to connect a third loop through the pump, the radiator, the fuel cell stack cooling channel, and the first branch, the pump is activated to drive coolant to flow along the third loop, and the radiator is activated.
4. The thermal management system according to claim 1, characterized in that: The main path includes a first section (231a) located upstream of the fuel cell stack cooling channel; The first branch road is connected to the main road as a bypass road for the first section; The pipeline switching mechanism includes a first valve mechanism (241) configured to switch between at least a first state and a second state. When the first valve mechanism is in the first state, it connects the first section to the remaining sections of the main pipeline and blocks the first branch relative to the first section and the remaining sections of the main pipeline. When the first valve mechanism is in the second state, it connects the first branch to the remaining sections of the main pipeline and blocks the first section relative to the first branch and the remaining sections of the main pipeline. In the first mode, the first valve mechanism is placed in the first state, and the first loop passes through the first section and the remaining sections of the main path, the fuel cell cooling channel, the pump and the radiator, but does not pass through the first branch path; as well as In the second mode, the first valve mechanism is placed in the second state, and the second loop passes through the first branch, the remaining sections of the main path, the fuel cell cooling channel, the pump, and the radiator, but does not pass through the first section of the main path.
5. The thermal management system according to claim 4, characterized in that: The first valve mechanism is configured to switch between a first state, a second state, and a third state. When the first valve mechanism is placed in the third state, it connects the remaining section of the main path to both the first section and the first branch path, and is controllable to adjust the ratio of coolant flowing through the first section to coolant flowing through the first branch path. as well as The thermal management system is configured to selectively operate in a first mode, a second mode, or a third mode, in which the first valve mechanism is placed in the third state to connect a third loop through the pump, the radiator, the first and remaining sections of the main circuit, the fuel cell cooling channel, and the first branch circuit; the pump is activated to drive coolant to flow along the third loop; and the radiator is activated.
6. The thermal management system according to claim 1, characterized in that: The main path includes a first section (331a) located upstream of the fuel cell stack cooling channel; The first branch road is connected to the main road as a bypass road for the first section; The pipeline switching mechanism includes a first valve mechanism (341) configured to switch between at least a first state and a second state. When the first valve mechanism is in the first state, it connects the first section to the remaining sections of the main pipeline and blocks the first branch relative to the first section and the remaining sections of the main pipeline. When the first valve mechanism is in the second state, it connects the first branch to the remaining sections of the main pipeline and blocks the first section relative to the first branch and the remaining sections of the main pipeline. The coolant pipeline also includes a second branch (333), which serves as a bypass passage for the fuel cell stack cooling channel and is connected to the main pipeline, and is located downstream of the first section and the first branch on the main pipeline; The pipeline switching mechanism includes a second valve mechanism (342) configured to switch between at least a fourth state and a fifth state. When the second valve mechanism is placed in the fourth state, it connects the main pipeline to the fuel cell cooling channel and blocks the second branch pipeline relative to the main pipeline and the fuel cell cooling channel. When the second valve mechanism is placed in the fifth state, it connects both the main pipeline to the fuel cell cooling channel and the second branch pipeline. The valve mechanism is controllable to adjust the ratio of coolant flowing through the fuel cell cooling channel to coolant flowing through the second branch pipeline. In the first mode, the first valve mechanism is placed in the first state, and the second valve mechanism is placed in the fourth state. The first loop passes through the first section and the remaining section of the main road, the fuel cell cooling channel, the pump and the radiator, but does not pass through the first branch and the second branch. as well as In the second mode, the first valve mechanism is placed in the second state, and the second valve mechanism is placed in the fifth state. The second loop passes through the first branch, the remaining section of the main path, the fuel cell cooling channel, the second branch, the pump, and the radiator, but does not pass through the first section of the main path.
7. The thermal management system according to claim 6, characterized in that: The first valve mechanism is configured to switch between a first state, a second state, and a third state. When the first valve mechanism is placed in the third state, it connects the remaining section of the main path to both the first section and the first branch path, and is controllable to adjust the ratio of coolant flowing through the first section to coolant flowing through the first branch path. as well as The thermal management system is configured to selectively operate in a first mode, a second mode, or a third mode, in which the first valve mechanism is placed in the third state and the second valve mechanism is placed in the fourth state to connect a third loop that passes through the pump, the radiator, the first and remaining sections of the main circuit, the first branch circuit, and the fuel cell stack cooling passage, but does not pass through the second branch circuit. The pump is activated to drive coolant to flow along the third loop, and the radiator is activated.
8. The thermal management system according to claim 6, characterized in that: The vehicle also includes a component to be heated, which is a heater of the vehicle's power battery and / or the vehicle's air conditioning system, and the component to be heated is thermally coupled to the second branch.
9. The thermal management system according to any one of claims 1 to 8, characterized in that: The number of pumps is single; and / or The number of heat sinks is one.
10. A method for controlling a thermal management system of a vehicle, the vehicle comprising an electric motor, a fuel cell stack configured to generate electrical energy and having a stack cooling channel, and a braking resistor configured to dissipate energy recovered through the electric motor, the thermal management system being a thermal management system according to any one of claims 1 to 9, the method comprising: In response to a request to cool the fuel cell stack but no request to cool the braking resistor, the thermal management system is operated in the first mode. as well as In response to a request to cool the braking resistor but no request to cool the fuel cell stack, the thermal management system is operated in the second mode.