Vehicle, fuel cell system and heat dissipation system determination method of fuel cell system

Abstract

The invention discloses a vehicle, a fuel cell system and a heat dissipation system determination method thereof, and the method comprises the steps: calculating a reference air inlet amount based on the heat dissipation power demand of the fuel cell system and the environment temperature of a target operation condition; converting the reference air inlet quantity into the required air inlet quantity matched with the target operation working condition; the air inlet area and the air inlet mode are determined through the required air inlet amount; and establishing and operating a simulation model according to the air inlet area and the air inlet mode to perform heat dissipation verification, and determining the heat dissipation system of the fuel cell system based on the configuration corresponding to the simulation model passing the heat dissipation verification. The design of the heat dissipation system can be matched with the high-speed, high-temperature and high-altitude conditions in the actual operation of the train, so that the heat dissipation performance and the working stability and operation reliability of the system under the complex working conditions are improved.

Description

Technical Field

[0001] This application relates to the field of thermal design, and in particular to a method for determining the thermal design of a vehicle, a fuel cell system, and a thermal design system thereof. Background Technology

[0002] Hydrogen fuel cells, as a highly efficient and clean distributed green energy source, are currently mainly used in low-speed vehicles (such as crane locomotives and trams). Their cooling systems can be designed based on stationary or low-speed conditions. However, for high-speed hydrogen-powered trains with speeds greater than or equal to 160 km / h, the high operating speed, long continuous operating time, and the need to adapt to complex environments such as high temperatures and high altitudes present challenges. Changes in the external airflow field during high-speed operation reduce the fan's suction capacity, and the temperature difference for heat dissipation decreases in high-temperature environments. Furthermore, the thin air at high altitudes further reduces the actual air intake. If the cooling system is still matched to the conditions of plains, normal temperature, and static operation, the fuel cell's heat dissipation capacity will be insufficient, leading to increased stack water temperature, decreased output power, and even malfunctions and shutdowns, seriously affecting the safety and reliability of train operation.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this application is to provide a method for determining a vehicle, a fuel cell system, and its heat dissipation system, which enables the heat dissipation system design to match the high-speed, high-temperature, and high-altitude conditions of actual train operation, thereby improving heat dissipation performance and the system's working stability and operational reliability under complex conditions.

[0005] To address the aforementioned technical problems, this application provides a method for determining the heat dissipation system of a fuel cell system, comprising:

[0006] Calculate the reference air intake volume based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating conditions.

[0007] Convert the reference air intake volume into the required air intake volume to match the target operating conditions;

[0008] Based on the required air intake volume, determine the air intake area and air intake method;

[0009] A simulation model is established and run based on the air intake area and the air intake method to verify heat dissipation. Based on the configuration corresponding to the simulation model that has passed the heat dissipation verification, the heat dissipation system of the fuel cell system is determined.

[0010] Optionally, determine the heat dissipation power requirements of the fuel cell system, including:

[0011] Determine the first heat dissipation power of the stack body in the fuel cell system;

[0012] Determine the second heat dissipation power of the remaining system components in the fuel cell system, excluding the stack body;

[0013] The heat dissipation power requirement of the fuel cell system is determined based on the first heat dissipation power and the second heat dissipation power.

[0014] Optionally, determining the first heat dissipation power of the fuel cell stack body in the fuel cell system includes:

[0015] Determine the stack current, number of stack segments, and voltage per segment in the fuel cell system;

[0016] The first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section.

[0017] Optionally, based on the stack current, the number of stack sections, and the voltage of a single section, the first heat dissipation power of the stack body is calculated, including:

[0018] The first heat dissipation power is calculated using the first relation, which is: ;

[0019] Wherein, W1 is the first heat dissipation power, V is the single-cell voltage, I is the fuel cell stack current, and N is the number of fuel cell stack sections.

[0020] Optionally, based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating condition, a reference air intake volume is calculated, including:

[0021] The reference airflow mass is calculated based on the second relation, and the reference airflow mass is used as the reference air intake volume.

[0022] The second relation is m is the reference airflow mass, and c is the specific heat capacity of air. Q represents the air temperature rise determined based on the ambient temperature under the target operating conditions, and Q represents the heat dissipation power requirement.

[0023] Optionally, converting the reference air intake volume into the required air intake volume to match the target operating condition includes:

[0024] The air density is calculated based on the altitude of the target operating conditions.

[0025] The required air intake volume is obtained by correcting the reference air intake volume based on the converted air density.

[0026] Optionally, the reference air intake volume is corrected based on the converted air density to obtain the required air intake volume, including:

[0027] The required airflow mass is obtained based on the third relation, and this required airflow mass is used as the required air intake volume. The third relation is: ;in, For the required airflow quality, The converted air density is... Where m is the standard air density and m is the reference airflow mass.

[0028] Optionally, the air intake area and air intake method are determined using the required air intake volume, including:

[0029] Based on the constraints of the required air intake volume and system layout space, the air intake area and air intake method are determined.

[0030] Optionally, the air intake method includes top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust.

[0031] Optionally, a simulation model is established based on the air intake area and the air intake method, including:

[0032] A joint simulation model is established, which includes a wind tunnel model of the whole vehicle, a cooling model of the fuel cell system, and a wind turbine model. In the joint simulation, the radiator core of the fuel cell system cooling model is modeled as a porous medium region set in the flow field.

[0033] Optional, also includes:

[0034] The viscous drag coefficient and inertial drag coefficient were determined by measuring the fluid velocity-pressure drop curve of the radiator core.

[0035] The viscous drag coefficient and the inertial drag coefficient are input as boundary conditions into the joint simulation model.

[0036] Optionally, the heat dissipation verification of the running simulation model includes:

[0037] Run the co-simulation model to obtain the simulated air intake volume;

[0038] Compare the simulated air intake volume with the required air intake volume;

[0039] If the simulated air intake is greater than or equal to the required air intake, then the heat dissipation verification is deemed successful.

[0040] This application also provides a fuel cell system, including:

[0041] The stack body;

[0042] A heat dissipation system, which is determined based on the heat dissipation system determination method for a fuel cell system as described in any of the above descriptions.

[0043] Optionally, the heat dissipation system includes:

[0044] The heat sink core is used to dissipate the heat generated by the fuel cell stack body;

[0045] A fan is used to drive airflow through the radiator core.

[0046] Optionally, the heat dissipation system further includes:

[0047] An air duct structure is connected between the fan and the radiator core to guide airflow through the radiator core.

[0048] Optionally, the fuel cell system may also include:

[0049] The control unit is communicatively connected to the heat dissipation system and is used to receive environmental parameters and adjust the operating state of the heat dissipation system according to the target operating conditions.

[0050] This application also provides a vehicle, including:

[0051] Vehicle body;

[0052] Fuel cell systems as described in any of the above descriptions;

[0053] A hydrogen storage system, connected to the fuel cell system, is used to supply hydrogen to the fuel cell stack body in the fuel cell system.

[0054] Optionally, the vehicle further includes:

[0055] The traction drive system is electrically connected to the fuel cell system.

[0056] Optionally, the vehicle further includes:

[0057] A high-voltage power distribution system and at least one auxiliary converter, wherein the high-voltage power distribution system is electrically connected to the fuel cell system.

[0058] Optionally, the vehicle body has an air inlet that communicates with the air intake path of the cooling system in the fuel cell system.

[0059] This application provides a method for determining the cooling system of a vehicle, a fuel cell system, and the fuel cell system itself. First, a reference air intake volume is calculated based on the ambient temperature of the target operating condition and the heat dissipation power requirement of the fuel cell system. Then, this volume is corrected to match the required air intake volume for actual operating conditions, taking into account factors such as altitude. Next, the air intake area and air intake method are determined based on this required air intake volume. Finally, the cooling effect is verified under simulated operating conditions using a simulation model, and the cooling system configuration is determined based on the verification results. Through this process, the cooling system design is matched to the high-speed, high-temperature, and high-altitude conditions of actual train operation, thereby improving cooling performance and the system's operational stability and reliability under complex conditions. Attached Figure Description

[0060] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0061] Figure 1 A flowchart illustrating the steps of a method for determining the heat dissipation system of a fuel cell system provided in this application;

[0062] Figure 2 A schematic diagram of the core resistance curve of a porous dielectric provided in this application;

[0063] Figure 3 A schematic diagram of the structure of a heat dissipation system for a fuel cell system provided in this application;

[0064] Figure 4 This is a schematic diagram of the structure of an electronic device provided in this application. Detailed Implementation

[0065] The core of this application is to provide a method for determining a vehicle, a fuel cell system, and its heat dissipation system, which enables the heat dissipation system design to match the high-speed, high-temperature, and high-altitude conditions of actual train operation, thereby improving heat dissipation performance and the system's working stability and operational reliability under complex conditions.

[0066] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0067] Firstly, please refer to Figure 1This application provides a method for determining the heat dissipation system of a fuel cell system, including:

[0068] S101: Calculate the reference air intake volume based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating conditions;

[0069] In this embodiment, the fuel cell system is a complete power generation device with a fuel cell stack at its core, including necessary auxiliary components such as hydrogen supply, gas supply, and thermal management. This fuel cell system is deployed on a high-speed train. The heat dissipation power requirement of the fuel cell system refers to the total heat dissipation power that the fuel cell system needs to dissipate through its heat dissipation system during operation. This heat dissipation power requirement can be obtained through the design parameters of the fuel cell system and related tests.

[0070] It is understandable that, due to the long operating routes and complex environments of high-speed trains, fuel cell systems will encounter various operating conditions in actual operation. Here, operating conditions refer to the multi-dimensional working state of the fuel cell system under specific train speeds, external environmental conditions, and geographical conditions. For heat dissipation system design, a target operating condition needs to be determined from these multiple operating conditions. The target operating condition refers to the condition that poses the greatest challenge to the heat dissipation system design, such as the highest ambient temperature or altitude along the entire route, or the extreme conditions resulting from the combination of both. The ambient temperature refers to the external air temperature under this target operating condition.

[0071] Based on this heat dissipation power requirement and ambient temperature, the theoretical air mass flow rate required to meet heat dissipation can be calculated according to the principle of thermal balance. This theoretical air mass flow rate serves as the reference intake air volume and is used as the benchmark input for subsequent design steps. By directly using the actual ambient temperature under the target operating conditions in the calculation, the bias in heat dissipation capacity estimation caused by using a fixed temperature value in traditional design is overcome. This ensures the matching between the heat dissipation design and the real high-temperature environment from the source, providing a theoretical design benchmark that fits the actual operating conditions for subsequent steps.

[0072] S102: Convert the reference air intake volume into the required air intake volume to match the target operating conditions;

[0073] In this embodiment, after obtaining the reference intake air volume, it needs to be converted into the required intake air volume that matches the actual physical conditions. The required intake air volume here refers to the actual air mass flow rate that the fuel cell system needs to supply to the cooling system under its target operating conditions to meet the heat dissipation power requirements. It can be understood that the reference intake air volume is a theoretical value based on standard air density and ideal flow conditions. However, in the actual operating environment of the fuel cell system on a high-speed train, especially in high-altitude areas, the air density will be significantly reduced, and the changes in the airflow field caused by high-speed travel will also affect the operating point of the fan. If the reference intake air volume is directly used for design, the actual air mass entering the cooling system will be insufficient, failing to meet the heat dissipation requirements.

[0074] Therefore, this step corrects the reference air intake volume based on the altitude parameter of the target operating condition. Altitude directly affects atmospheric pressure and air density; generally, the higher the altitude, the lower the air density. Air density can be obtained by consulting an altitude-density relationship table or by calculating using atmospheric physics formulas. After obtaining the air density under the current target operating condition, the required air intake volume is obtained by proportionally correcting the reference air intake volume using the density ratio. This conversion ensures that the calculated required air volume value can compensate for the decrease in cooling capacity caused by the thin air, thereby ensuring that the heat dissipation system design parameters match the actual harsh environment and providing an accurate basis for determining the subsequent air intake area and method.

[0075] By introducing an altitude correction for air density, the impact of thin air at high altitudes on heat dissipation is effectively compensated, making the design airflow more closely match actual physical conditions and avoiding insufficient heat dissipation performance due to differences in air density.

[0076] S103: Determine the air intake area and air intake method based on the required air intake volume;

[0077] In this embodiment, after obtaining the required air intake volume that matches the target operating conditions, the specific air intake area and air intake method need to be determined based on this. Here, the air intake area refers to the effective opening area of ​​the air intake of the heat dissipation system, and the air intake method refers to the relative position of the air intake and the air outlet and the airflow organization path, such as top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust, etc.

[0078] It's understandable that determining the air intake area and method is not simply a matter of mathematically calculating the required air volume, but rather a system design process that integrates multiple practical constraints. First, the required air volume defines the minimum airflow rate needed to meet heat dissipation requirements. Based on this, the design must consider the specific layout space of the radiator core and fan within the vehicle. This layout space determines the possible locations of the air inlets and outlets, the maximum allowable size and direction of the air ducts, and these physical constraints directly influence the choice of air intake method and the actual achievable size of the air intake area.

[0079] Simultaneously, given the selected air intake method and estimated duct resistance, it is necessary to ensure that the fan can provide an actual flow rate at the operating point that is no less than the required air intake volume. Furthermore, it is also necessary to consider whether the airflow can effectively cover the entire heat exchange surface area of ​​the radiator core, avoiding dead zones that could lead to localized overheating. Therefore, determining the air intake area and method is essentially a process of matching and compromising multiple factors such as theoretical air volume requirements, available physical space, fan performance, and radiator structure. The ultimate goal is to form a preliminary structural scheme that can achieve the required air intake volume under given constraints, providing specific geometric and boundary conditions for subsequent accurate simulation verification. Based on meeting the theoretical air volume requirements, multiple practical constraints, including vehicle layout space, fan performance, and radiator structure, are comprehensively considered, ensuring that the design not only meets heat dissipation requirements but also possesses engineering feasibility and system compatibility.

[0080] S104: Establish and run a simulation model based on the air intake area and air intake method to verify heat dissipation, and determine the heat dissipation system of the fuel cell system based on the configuration corresponding to the simulation model that has passed the heat dissipation verification.

[0081] In this step, after determining the preliminary design scheme of air intake area and air intake method based on the required air intake volume, it is necessary to establish and run a simulation model to verify the heat dissipation of the scheme, and finally determine the heat dissipation system configuration of the fuel cell system based on the verification results.

[0082] This step first involves constructing a multiphysics co-simulation model that reflects the complex actual operating conditions. This co-simulation model typically comprises three key components: first, a vehicle external flow field model (i.e., a vehicle wind tunnel model), used to simulate the airflow environment during high-speed driving; second, a fuel cell system cooling model, used to describe the internal thermal management system such as the radiator core and cooling channels; and third, a fan model, used to simulate the actual operating characteristics of the fan. Due to the complexity of its internal structure, the radiator core is treated as an equivalent porous medium region in the simulation, and its flow resistance characteristics are characterized by pre-determined viscous drag coefficients and inertial drag coefficients.

[0083] Since multiple structural arrangements may exist to meet the same air intake requirement, simulations need to comprehensively evaluate the actual layout space of the radiator and fan in the vehicle, the performance characteristics of the fan itself, and the airflow organization effect. The boundary conditions applied during verification typically combine the most stringent conditions from the target operating conditions, such as high speed, high temperature, and high altitude, to create sufficient performance margin. If the simulated air intake under these extreme simulation conditions is still greater than the required air intake determined in the previous calculations, it indicates that the heat dissipation design can meet the requirements and has a reliable safety margin in actual operation. Finally, the specific configuration corresponding to the verified design, such as the location and size of the air inlet, the air duct layout, the radiator core specifications, and the fan selection, is officially determined as the heat dissipation system for the fuel cell system. By simulating the most severe combined operating conditions in the simulation environment to verify the design, it is ensured that the heat dissipation system still has sufficient heat dissipation capacity under extreme conditions, thereby avoiding heat dissipation failure due to insufficient airflow in actual operation and significantly improving the reliability and safety of the heat dissipation system.

[0084] In one exemplary embodiment, determining the heat dissipation power requirement of the fuel cell system includes:

[0085] Determine the first heat dissipation power of the fuel cell stack body in the fuel cell system;

[0086] Determine the second heat dissipation power of the remaining system components in the fuel cell system, excluding the stack itself;

[0087] The heat dissipation power requirement of the fuel cell system is determined based on the first heat dissipation power and the second heat dissipation power.

[0088] In this embodiment, the heat power generated by the fuel cell stack (i.e., the core battery stack where the electrochemical reaction occurs) due to efficiency loss during operation is first determined and denoted as the first heat dissipation power W1. Simultaneously, the heat power generated by all other auxiliary components in the fuel cell system, such as hydrogen supply, gas supply, and thermal management, needs to be determined; the sum of the heat power of these components is denoted as the second heat dissipation power W2. Finally, the first heat dissipation power and the second heat dissipation power are added together, and the sum is the total heat power that the entire fuel cell system needs to dissipate through its thermal management system, which is the heat dissipation power requirement Q. For example, calculations or tests show that the primary heat dissipation power of the fuel cell stack under specific operating conditions is 85kW, and the total secondary heat dissipation power of all auxiliary components is 15kW. Therefore, the heat dissipation power requirement of this fuel cell system is the sum of these two, 100kW.

[0089] This embodiment ensures the completeness and accuracy of the total heat dissipation power requirement calculation by dividing the total heat dissipation requirement into two parts: the fuel cell stack body and auxiliary components, and evaluating them separately. This provides a reliable and comprehensive input basis for the subsequent capacity design of the heat dissipation system, avoiding the risk of insufficient system design capacity due to the omission of some heat sources.

[0090] In an exemplary embodiment, determining the first heat dissipation power of the fuel cell stack body in the fuel cell system includes:

[0091] Determine the stack current, number of stacks, and voltage per stack in the fuel cell system;

[0092] The first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section.

[0093] In this embodiment, to calculate the first heat dissipation power of the fuel cell stack, it is necessary to obtain its operating electrical parameters, including but not limited to the stack current flowing through the entire stack, the number of stack cells connected in series, and the single-cell voltage of each individual cell under load. These electrical parameters can be read directly from the battery management system or set according to design goals. Based on these three electrical parameters, the physical model of heat generation in the fuel cell stack can be used for calculation to obtain the first heat dissipation power. This embodiment directly calculates the heat power based on the current, voltage, and number of cells that can be obtained in real time during stack operation. The input parameters are clear and easy to measure, improving the operability and calculation efficiency of heat load assessment.

[0094] In one exemplary embodiment, the first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section, including:

[0095] The first heat dissipation power is calculated using the first relation, which is: ;

[0096] Where W1 is the first heat dissipation power, V is the single-section voltage, I is the fuel cell stack current, and N is the number of fuel cell stack sections.

[0097] In this embodiment, it is possible to utilize To calculate the first heat dissipation power W1, 1.48 is the electromotive force of the hydrogen reaction calorific value, where... This represents the total heat power required for hydrogen to react completely according to its ideal calorific value. This represents the actual electrical power output of the fuel cell stack. The difference between the two is the heat power converted due to various irreversible losses (such as activation polarization and ohmic internal resistance), which is the first heat dissipation power W1 to be determined.

[0098] The first relation in this embodiment establishes a precise and direct quantitative relationship between the heat generation of the fuel cell stack and the basic electrical parameters. The calculation process is clear and highly repeatable, avoiding reliance on complex models or a large number of empirical coefficients.

[0099] In one exemplary embodiment, a reference air intake volume is calculated based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating condition, including:

[0100] The reference airflow mass is calculated based on the second relation, and the reference airflow mass is used as the reference intake volume.

[0101] The second relation is: m is the reference airflow mass, and c is the specific heat capacity of air. Q represents the air temperature rise determined based on the ambient temperature under the target operating conditions, and Q represents the heat dissipation power requirement.

[0102] In this embodiment, the principle of thermal balance needs to be applied to determine the theoretical airflow rate required to meet the heat dissipation demand. The total heat power to be dissipated, i.e., the heat dissipation power demand Q, is known. Simultaneously, the estimated outlet air temperature that the air needs to reach after flowing through the radiator is also considered. Outlet temperature Depending on the fuel cell stack operating temperature, this temperature ambient temperature relative to target operating conditions The difference is the air temperature rise. , The specific heat capacity of air, c, is an inherent physical property of air. According to the second relation... Substituting the above parameters, the required reference airflow mass m can be directly obtained, which is the reference intake volume without considering actual flow losses.

[0103] In one exemplary embodiment, converting the reference intake air volume into the required intake air volume to match the target operating condition includes:

[0104] The air density is calculated based on the altitude of the target operating conditions;

[0105] The required air intake volume is obtained by correcting the reference air intake volume based on the converted air density.

[0106] In this embodiment, after obtaining the theoretical reference air intake volume, it is corrected according to the actual operating conditions to obtain an air intake volume that better meets the actual needs. It is understood that the altitude under the target operating conditions directly affects atmospheric pressure and air density. Air density decreases with increasing altitude, meaning that if the fan operates at volumetric flow rate, the mass of air drawn in at higher altitudes will be less, potentially leading to reduced heat dissipation capacity. Therefore, this step requires obtaining the corresponding air density value based on the target altitude by consulting standard atmospheric data tables, using standard atmospheric models, or empirical formulas.

[0107] Specifically, the formulas for calculating air density and atmospheric pressure are as follows:

[0108] ;

[0109] Based on the formulas for calculating air density and atmospheric pressure, as well as the empirical formula for air humidity, the relationship between atmospheric pressure, air density, and altitude can be derived, as shown in Table 1.

[0110] Table 1. Correspondence between atmospheric pressure, air density, and altitude

[0111]

[0112] This embodiment effectively compensates for the negative impact of thin air on the cooling capacity of the heat dissipation system by introducing a correction for air density based on altitude. This ensures that the calculated airflow requirement accurately reflects the cooling mass flow rate requirements under actual physical conditions, avoiding heat dissipation failure due to insufficient designed airflow in high-altitude areas.

[0113] In one exemplary embodiment, the reference air intake volume is corrected based on the converted air density to obtain the required air intake volume, including:

[0114] The required airflow mass is obtained based on the third relation, and this required airflow mass is used as the required intake air volume. The third relation is as follows: ;in, To meet the requirements of airflow quality, This is the converted air density. ρ is the standard air density, and m is the reference airflow mass.

[0115] In this embodiment, after obtaining the air density based on altitude conversion... Then, the reference air intake volume (i.e., the reference airflow mass m) is corrected using the third relationship to obtain the required airflow mass. Standard air density This refers to the density value at sea level under standard atmospheric conditions (approximately 1.225). This formula enables a precise mathematical conversion from theoretical values ​​under ideal operating conditions to actual operating condition requirements.

[0116] The solution in this embodiment quantifies the impact of altitude into a specific correction coefficient, enabling the design airflow to accurately match the physical properties of a specific geographical environment, greatly improving the adaptability and reliability of the heat dissipation system when deployed in different regions.

[0117] In one exemplary embodiment, determining the air intake area and air intake method using the required air intake volume includes:

[0118] Based on the constraints of required air intake volume and system layout space, the air intake area and air intake method are determined.

[0119] In this embodiment, the air intake area refers to the effective ventilation area of ​​the air intake of the cooling system, and the air intake method refers to the relative position of the air intake and exhaust and the airflow organization path, such as side intake and top exhaust, top intake and side exhaust, etc. First, the required air intake volume provides the air mass flow rate target that must be met. Based on this, it is necessary to further consider the actual layout of the fuel cell system in the vehicle, that is, the constraints of the system layout space, including the installation position of the radiator core and the fan, the allowable overall size, and the spatial relationship with surrounding components. These physical conditions determine the possible opening positions of the air intake and exhaust (directly affecting the air intake method) and the maximum designable area of ​​the air intake. On this basis, it is also necessary to consider the performance characteristics of the selected fan and analyze whether the airflow can effectively cover the heat exchange surface of the radiator core under the preset air intake method and air duct configuration. By comprehensively evaluating the above factors, different combinations of air intake area and air intake method are checked and balanced, and finally a feasible design scheme that can achieve the required air intake volume under given spatial constraints is determined.

[0120] This embodiment integrates the theoretically calculated air volume requirements with the physical constraints of the actual vehicle layout, fan performance, and airflow organization effect for integrated design and verification. This ensures that the determined air intake area and air intake method not only meet the heat dissipation flow requirements but also have engineering feasibility and system compatibility.

[0121] In one exemplary embodiment, the air intake method includes top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust.

[0122] In this embodiment, the air intake method mainly includes top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust. Specifically, top intake and side exhaust means that cooling air enters from above the radiator and flows out from the side; side intake and top exhaust means that air enters from the side and flows out from above; and side intake and side exhaust means that air enters from one side and flows out horizontally from the opposite side. Different air intake methods are suitable for different equipment compartment layouts, hot air exhaust paths, and vehicle aerodynamic requirements.

[0123] In an exemplary embodiment, a simulation model is established based on the air intake area and the air intake method, including:

[0124] A joint simulation model was established, which included a wind tunnel model of the whole vehicle, a cooling model of the fuel cell system, and a wind turbine model. In the joint simulation, the radiator core in the cooling model of the fuel cell system was modeled as a porous medium region set in the flow field.

[0125] In this embodiment, to verify the heat dissipation capability of the preliminary design, a digital test environment, namely a co-simulation model, needs to be established. This model integrates three key components: a whole-vehicle wind tunnel model simulating high-speed airflow outside the train, a fuel cell system cooling model describing the radiator and internal flow channels, and a fan model characterizing the fan's operating characteristics. The radiator core, due to its extremely complex internal structure (covered with tiny fins and flow channels), is not suitable for full-detail modeling in the simulation. Therefore, it is simplified to a porous medium region occupying the same spatial volume. In the simulation, airflow through this region experiences an equivalent resistance, the characteristics of which will be defined by parameters determined in subsequent steps, thereby significantly improving simulation efficiency while ensuring computational accuracy.

[0126] By constructing an integrated simulation model and simplifying complex radiators into porous media, efficient and accurate simulation of the operating state of the whole vehicle-level cooling system was achieved.

[0127] In one exemplary embodiment, it further includes:

[0128] The viscous drag coefficient and inertial drag coefficient were determined by measuring the fluid velocity-pressure drop curve of the radiator core.

[0129] The viscous drag coefficient and the inertial drag coefficient are used as boundary conditions input to the joint simulation model.

[0130] In this embodiment, to ensure that the porous medium region in the simulation model accurately reflects the flow resistance characteristics of the actual radiator core, its viscous drag coefficient and inertial drag coefficient need to be experimentally determined. The radiator core sample is tested in an experimental wind tunnel, and the pressure values ​​of air flowing through the sample at different velocities are measured to obtain a fluid velocity-pressure drop curve, such as... Figure 2 As shown. Subsequently, based on the formula relating pressure drop and flow velocity in porous media... (in For pressure drop, For fluid dynamic viscosity, The coefficient of viscosity resistance. Let ρ be the fluid density and v be the flow velocity. The inertial drag coefficient, The experimental data (where the thickness of the medium is used) is fitted to obtain unique viscous drag coefficients and inertial drag coefficients. Before simulation calculations, these two coefficients are used as key input parameters and assigned to the porous medium region representing the radiator core in the co-simulation model.

[0131] By experimentally determining and inputting the actual drag coefficient, the accuracy of radiator flow resistance simulation in the simulation model was significantly improved, enabling the simulation results to more realistically reflect the flow field and airflow characteristics of the actual system, thereby improving the design reliability of the heat dissipation system.

[0132] In one exemplary embodiment, running a simulation model to verify heat dissipation includes:

[0133] Run the co-simulation model to obtain the simulated air intake volume;

[0134] Compare the simulated air intake volume with the required air intake volume;

[0135] If the simulated air intake is greater than or equal to the required air intake, the heat dissipation verification is considered successful.

[0136] In this embodiment, after setting all boundary conditions (vehicle speed, ambient temperature, altitude, pressure, etc.) and model parameters, the co-simulation model is run for calculation. After the calculation is completed, the air mass flow rate through the porous medium region of the radiator is extracted; this result is the simulated air intake volume. Then, this simulated air intake volume is directly compared with the previously calculated and determined required air intake volume. The verification pass criterion is that the simulated air intake volume is greater than or equal to the required air intake volume. Only when this condition is met is it proven that the current design scheme (including air intake area, method, fan selection, etc.) can provide sufficient cooling air volume under the harsh operating conditions simulated by digital simulation, thus determining that it has passed the heat dissipation verification.

[0137] This embodiment avoids relying on subjective experience for judgment, ensuring that the determined heat dissipation system configuration can effectively meet the heat dissipation requirements under the target operating conditions.

[0138] Furthermore, if the air intake volume is found to be lower than the design requirements after verification, i.e., the heat dissipation verification has not been passed, optimization can be carried out through the following approaches: change the structure of the system to increase the surface area of ​​the core, for example, the original horizontal placement can be changed to a slanted placement, which can utilize a longer slanted side and increase the overall surface area, thereby improving the heat dissipation capacity; optimize the selection of fans, using cooling fans with stronger air intake capacity, which can draw in more air volume at the same vehicle speed; optimize the vehicle body structure, and use the airflow to optimize the air intake capacity and increase the air intake volume.

[0139] Secondly, please refer to Figure 3 This application provides a system for determining the heat dissipation system of a fuel cell system, comprising:

[0140] The first calculation module 11 is used to calculate the reference air intake based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating condition.

[0141] Conversion module 12 is used to convert the reference air intake volume into the required air intake volume that matches the target operating conditions;

[0142] The first determining module 13 is used to determine the air intake area and air intake method based on the required air intake volume;

[0143] The verification module 14 is used to establish and run a simulation model based on the air intake area and air intake method to verify the heat dissipation, and to determine the heat dissipation system of the fuel cell system based on the configuration corresponding to the simulation model that has passed the heat dissipation verification.

[0144] In one exemplary embodiment, determining the heat dissipation power requirement of the fuel cell system includes:

[0145] Determine the first heat dissipation power of the fuel cell stack body in the fuel cell system;

[0146] Determine the second heat dissipation power of the remaining system components in the fuel cell system, excluding the stack itself;

[0147] The heat dissipation power requirement of the fuel cell system is determined based on the first heat dissipation power and the second heat dissipation power.

[0148] In an exemplary embodiment, determining the first heat dissipation power of the fuel cell stack body in the fuel cell system includes:

[0149] Determine the stack current, number of stacks, and voltage per stack in the fuel cell system;

[0150] The first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section.

[0151] In one exemplary embodiment, the first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section, including:

[0152] The first heat dissipation power is calculated using the first relation, which is: ;

[0153] Where W1 is the first heat dissipation power, V is the single-section voltage, I is the fuel cell stack current, and N is the number of fuel cell stack sections.

[0154] In one exemplary embodiment, a reference air intake volume is calculated based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating condition, including:

[0155] The reference airflow mass is calculated based on the second relation, and the reference airflow mass is used as the reference intake volume.

[0156] The second relation is: m is the reference airflow mass, and c is the specific heat capacity of air. Q represents the air temperature rise determined based on the ambient temperature under the target operating conditions, and Q represents the heat dissipation power requirement.

[0157] In one exemplary embodiment, converting the reference intake air volume into the required intake air volume to match the target operating condition includes:

[0158] The air density is calculated based on the altitude of the target operating conditions;

[0159] The required air intake volume is obtained by correcting the reference air intake volume based on the converted air density.

[0160] In one exemplary embodiment, the reference air intake volume is corrected based on the converted air density to obtain the required air intake volume, including:

[0161] The required airflow mass is obtained based on the third relation, and this required airflow mass is used as the required intake air volume. The third relation is as follows: ;in, To meet the requirements of airflow quality, This is the converted air density. ρ is the standard air density, and m is the reference airflow mass.

[0162] In one exemplary embodiment, determining the air intake area and air intake method using the required air intake volume includes:

[0163] Based on the constraints of required air intake volume and system layout space, the air intake area and air intake method are determined.

[0164] In one exemplary embodiment, the air intake method includes top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust.

[0165] In an exemplary embodiment, a simulation model is established based on the air intake area and the air intake method, including:

[0166] A joint simulation model was established, which included a wind tunnel model of the whole vehicle, a cooling model of the fuel cell system, and a wind turbine model. In the joint simulation, the radiator core in the cooling model of the fuel cell system was modeled as a porous medium region set in the flow field.

[0167] In one exemplary embodiment, it further includes:

[0168] The second determining module is used to determine the viscous drag coefficient and the inertial drag coefficient by measuring the fluid velocity-pressure drop curve of the radiator core.

[0169] The processing module is used to input the viscous drag coefficient and the inertial drag coefficient as boundary conditions into the joint simulation model.

[0170] In one exemplary embodiment, running a simulation model to verify heat dissipation includes:

[0171] Run the co-simulation model to obtain the simulated air intake volume;

[0172] Compare the simulated air intake volume with the required air intake volume;

[0173] If the simulated air intake is greater than or equal to the required air intake, the heat dissipation verification is considered successful.

[0174] For a description of the features of the embodiment corresponding to the heat dissipation system determination method of the fuel cell system, please refer to the relevant description of the embodiment corresponding to the heat dissipation system determination method of the fuel cell system, which will not be repeated here.

[0175] Thirdly, please refer to Figure 4 The embodiments of this application also provide an electronic device, including a memory 21 and a processor 22, wherein the memory 21 stores a computer program and the processor 22 is configured to run the computer program to perform the steps in any of the above embodiments of the method for determining the heat dissipation system of a fuel cell system.

[0176] Based on the above embodiments, the electronic device further includes:

[0177] Input interface 23, connected to processor 22 via communication bus 26, is used to acquire externally imported computer programs, parameters, and instructions, and save them to memory 21 under the control of processor 22. Input interface 23 can be connected to an input device to receive parameters or instructions manually entered by the user. This input device can be a touch layer covering the display screen, or buttons, a trackball, or a touchpad mounted on the terminal casing.

[0178] The display unit 24 is connected to the processor 22 via the communication bus 26 and is used to display data sent by the processor 22. The display unit 24 can be a liquid crystal display screen or an electronic ink display screen, etc.

[0179] Network port 25 is connected to processor 22 via communication bus 26 and is used for communication with external terminal devices. The communication technology used for this connection can be wired or wireless communication technology, such as mobile high-definition link technology, universal serial bus, high-definition multimedia interface, wireless fidelity technology, Bluetooth communication technology, Bluetooth low power communication technology, and communication technology based on IEEE 802.11s.

[0180] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above embodiments of the method for determining the heat dissipation system of a fuel cell system when it is run.

[0181] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard disk, magnetic disk, or optical disk.

[0182] Fifthly, embodiments of this application also provide a computer program product, which includes a computer program that, when executed by a processor, implements the steps in any of the above embodiments of the method for determining the heat dissipation system of a fuel cell system.

[0183] Sixthly, embodiments of this application also provide another computer program product, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps in any of the above embodiments of the method for determining the heat dissipation system of a fuel cell system.

[0184] In a seventh aspect, this application also provides a fuel cell system, comprising:

[0185] The stack body;

[0186] The heat dissipation system is determined based on the heat dissipation system determination method of the fuel cell system as described above.

[0187] In this embodiment, the fuel cell system includes a fuel cell stack for electrochemical power generation and a thermal management subsystem, namely a heat dissipation system, specifically designed for it. The specific configuration and parameters of this heat dissipation system are not predetermined, but are determined by executing the complete process described in any of the aforementioned embodiments of the fuel cell system heat dissipation system determination method. This process takes the target operating conditions as input, performs calculations, corrections, design, and verification, and finally outputs a heat dissipation system configuration scheme that has been verified through simulation. The fuel cell system in this embodiment configures its heat dissipation system according to this finally determined scheme.

[0188] For example, the cooling system of a fuel cell system for a high-speed train on a plateau route was determined using this method: For the combined operating conditions of high altitude, high speed, and high temperature, the required airflow, after density correction, was calculated. Based on this, an air inlet of a specific area and a side-in, top-out airflow direction were designed, and simulations verified that the design could meet the airflow requirements under extreme conditions. Finally, based on this verified solution, a radiator with a corresponding area and a fan with a specific performance curve were selected to assemble the fuel cell system.

[0189] In one exemplary embodiment, the heat dissipation system includes:

[0190] The heat sink core is used to dissipate the heat generated by the fuel cell stack body;

[0191] A fan is used to drive airflow through the radiator core.

[0192] In this embodiment, the heat dissipation system includes at least two components: a radiator core for heat exchange and a fan for driving airflow. The radiator core is responsible for transferring heat from the fuel cell stack to the flowing air through its internal channels and fins. The fan provides power to draw in external air and force it through the radiator core. The specific heat exchange area of ​​the radiator core, the arrangement of the channels, and the airflow-pressure performance parameters of the fan are all specifically selected or customized based on the required airflow, airflow method, and simulation verification results determined by the aforementioned fuel cell system heat dissipation system determination method.

[0193] In one exemplary embodiment, the heat dissipation system further includes:

[0194] The air duct structure connects the fan and the radiator core, and is used to guide airflow through the radiator core.

[0195] In this embodiment, the heat dissipation system further includes an air duct structure connecting the various components. The air duct structure is a physical air passage composed of a shell, partitions, etc., connecting the fan, radiator core, and air inlet and outlet into a complete airflow circulation loop. Its main function is to organize and guide airflow, ensuring that the air driven by the fan flows fully and evenly across all heat exchange surfaces of the radiator core according to the designed path, avoiding airflow short-circuiting or dead zones, while pursuing low flow resistance. The specific shape, size, and internal airflow design of the air duct structure are closely dependent on the air inlet area, air inlet method, and spatial layout constraints of the vehicle's equipment compartment determined by the aforementioned fuel cell system heat dissipation system determination method.

[0196] In one exemplary embodiment, the fuel cell system further includes:

[0197] The control unit communicates with the cooling system to receive environmental parameters and adjust the operating status of the cooling system according to the target operating conditions.

[0198] In this embodiment, the fuel cell system also integrates a control unit, such as a microprocessor controller. The control unit establishes a communication connection with the cooling system (especially the fan) via cable or vehicle network, enabling it to collect environmental parameter signals from various sensors in real time, such as ambient temperature, atmospheric pressure (used to indirectly determine altitude), and vehicle speed. The control unit pre-stores cooling system control strategies for different target operating conditions. By comparing and calculating the real-time environmental parameters with the preset operating conditions, the control unit generates control commands to dynamically adjust the operating state of the cooling system, such as adjusting the fan speed, thereby changing the actual air intake to match the cooling capacity to real-time requirements.

[0199] For example, when the sensor detects that the ambient temperature rises from 25°C to 40°C, the control unit determines that it has entered a high-temperature operating condition. According to the preset program, it will increase the fan speed and increase the cooling air volume to compensate for the decrease in heat exchange capacity caused by the decrease in temperature difference and ensure the stability of the fuel cell stack temperature.

[0200] This embodiment adds a control unit, enabling the heat dissipation system to respond to changes in the real-time operating environment and make active adjustments. This optimizes system energy consumption and improves the economic efficiency and reliability of the fuel cell system across all operating conditions while ensuring heat dissipation safety.

[0201] Eighthly, this application also provides a vehicle, comprising:

[0202] Vehicle body;

[0203] Such as any of the fuel cell systems mentioned above;

[0204] A hydrogen storage system, connected to a fuel cell system, is used to supply hydrogen to the fuel cell stack itself within the fuel cell system.

[0205] In this embodiment, the vehicle is a transportation tool powered by a fuel cell. Its basic components include the vehicle body with a load-bearing structure and running gear, a fuel cell system as the core power generation unit, and a hydrogen storage system that continuously supplies fuel to the fuel cell stack. The hydrogen storage system typically includes a high-pressure hydrogen storage tank, a pressure regulating valve, pipelines, and safety devices. It is connected to the fuel cell stack's air inlet end via pipelines to ensure on-demand hydrogen supply. In this embodiment, the fuel cell system's cooling system configuration is determined according to the aforementioned fuel cell system cooling system determination method, ensuring the reliability of the power system's thermal management during vehicle operation in complex and harsh environments, thus guaranteeing the vehicle's high performance and long service life.

[0206] In one exemplary embodiment, the vehicle further includes:

[0207] The traction drive system is electrically connected to the fuel cell system.

[0208] In this embodiment, the vehicle further includes a traction drive system that converts electrical energy into mechanical power. This traction drive system typically includes a traction motor, gearbox, coupling, and drive axle (or wheel-side drive unit). The traction drive system is electrically connected to the power output terminal of the fuel cell system via a high-voltage cable and electrical interface, receiving the direct current (or converted alternating current) generated by the fuel cell system to drive the traction motor and provide traction force for the entire vehicle.

[0209] This embodiment adds a traction drive system, which clarifies the vehicle's power transmission path and efficiently converts the clean electrical energy generated by the fuel cell into the vehicle's driving force, achieving zero-emission operation of the vehicle.

[0210] In one exemplary embodiment, the vehicle further includes:

[0211] A high-voltage power distribution system and at least one auxiliary converter are included, with the high-voltage power distribution system electrically connected to the fuel cell system.

[0212] In this embodiment, the vehicle also includes a high-voltage power distribution system for power distribution and management, and an auxiliary converter to supply power to auxiliary equipment. The high-voltage power distribution system mainly consists of a high-voltage box, contactors, fuses, and protection circuits. As the hub of the vehicle's high-voltage power grid, it is directly connected to the output of the fuel cell system, responsible for safely and rationally distributing the electrical energy generated by the fuel cell to the traction drive system, auxiliary converter, and other high-voltage loads. The auxiliary converter draws power from the high-voltage power distribution system and converts it into low-voltage AC or DC power to provide a stable power supply for vehicle auxiliary equipment such as air conditioning, air compressors, lighting, and control systems.

[0213] This embodiment introduces a high-voltage power distribution and auxiliary power supply system, which realizes the systematic management and efficient utilization of the energy generated by the fuel cell. This ensures both the supply of traction power and the normal operation of all auxiliary electrical equipment in the vehicle, thereby improving the overall functionality and energy efficiency of the vehicle.

[0214] In one exemplary embodiment, an air inlet is formed on the vehicle body that communicates with the air intake path of the cooling system in the fuel cell system.

[0215] In this embodiment, the vehicle's main body structure has a dedicated physical opening for cooling air entry, i.e., an air inlet. The location, shape, and size of this air inlet are not arbitrarily set, but strictly correspond to the air intake path design requirements of the cooling system integrated into the fuel cell system, as determined by the aforementioned method. The air inlet is directly connected to the front-end air duct or intake chamber of the cooling system, forming a complete inlet channel for cooling air to flow from the external environment into the radiator core. Its design must comprehensively consider factors such as aerodynamics, rain and dust protection, and overall vehicle aesthetics.

[0216] For example, in a cooling system that uses side air intake, a row of louvered air inlets is designed on the side skirts or equipment compartment side walls of the vehicle body. These louvers are positioned directly opposite the windward side of the radiator core, and their effective net ventilation area must at least meet the air intake area required by the method to ensure the smooth introduction of the required airflow.

[0217] This embodiment integrates the vehicle body structure design with the heat dissipation system requirements. By optimizing the design of the air inlet, a specific structural feature, it ensures that sufficient cooling air can be efficiently introduced into the vehicle's heat dissipation system. This is a key external structural guarantee for achieving the heat dissipation system design effect and ensuring that the fuel cell still has sufficient heat dissipation capacity in the actual vehicle installation environment.

[0218] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0219] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for determining the heat dissipation system of a fuel cell system, characterized in that, include: Calculate the reference air intake volume based on the heat dissipation power requirements of the fuel cell system and the ambient temperature of the target operating conditions. Convert the reference air intake volume into the required air intake volume to match the target operating conditions; Based on the required air intake volume, determine the air intake area and air intake method; A simulation model is established and run based on the air intake area and the air intake method to verify heat dissipation. Based on the configuration corresponding to the simulation model that has passed the heat dissipation verification, the heat dissipation system of the fuel cell system is determined.

2. The method for determining the heat dissipation system of a fuel cell system according to claim 1, characterized in that, Determine the heat dissipation power requirements of the fuel cell system, including: Determine the first heat dissipation power of the stack body in the fuel cell system; Determine the second heat dissipation power of the remaining system components in the fuel cell system, excluding the stack body; The heat dissipation power requirement of the fuel cell system is determined based on the first heat dissipation power and the second heat dissipation power.

3. The method for determining the heat dissipation system of a fuel cell system according to claim 2, characterized in that, Determining the first heat dissipation power of the fuel cell stack body in the fuel cell system includes: Determine the stack current, number of stack segments, and voltage per segment in the fuel cell system; The first heat dissipation power of the fuel cell body is calculated based on the fuel cell current, the number of fuel cell sections, and the voltage of a single section.

4. The method for determining the heat dissipation system of a fuel cell system according to claim 3, characterized in that, Based on the stack current, the number of stack sections, and the voltage of a single section, the first heat dissipation power of the stack body is calculated, including: The first heat dissipation power is calculated using the first relation, which is: ; Wherein, W1 is the first heat dissipation power, V is the single-cell voltage, I is the fuel cell stack current, and N is the number of fuel cell stack sections.

5. The method for determining the heat dissipation system of a fuel cell system according to claim 1, characterized in that, Based on the heat dissipation power requirements of the fuel cell system and the ambient temperature under the target operating conditions, the reference air intake volume is calculated, including: The reference airflow mass is calculated based on the second relation, and the reference airflow mass is used as the reference air intake volume. The second relation is m is the reference airflow mass, and c is the specific heat capacity of air. Q represents the air temperature rise determined based on the ambient temperature under the target operating conditions, and Q represents the heat dissipation power requirement.

6. The method for determining the heat dissipation system of a fuel cell system according to claim 5, characterized in that, Converting the reference air intake volume into the required air intake volume to match the target operating conditions includes: The air density is calculated based on the altitude of the target operating conditions. The required air intake volume is obtained by correcting the reference air intake volume based on the converted air density.

7. The method for determining the heat dissipation system of a fuel cell system according to claim 6, characterized in that, The required air intake volume is obtained by correcting the reference air intake volume based on the converted air density, including: The required airflow mass is obtained based on the third relation, and this required airflow mass is used as the required air intake volume. The third relation is: ;in, For the required airflow quality, The converted air density is... Where m is the standard air density and m is the reference airflow mass.

8. The method for determining the heat dissipation system of a fuel cell system according to claim 1, characterized in that, Using the required air intake volume, the air intake area and air intake method are determined, including: Based on the constraints of the required air intake volume and system layout space, the air intake area and air intake method are determined.

9. The method for determining the heat dissipation system of a fuel cell system according to claim 8, characterized in that, The air intake method includes top intake and side exhaust, side intake and top exhaust, or side intake and side exhaust.

10. The method for determining the heat dissipation system of a fuel cell system according to any one of claims 1-9, characterized in that, A simulation model is established based on the air intake area and the air intake method, including: A joint simulation model is established, which includes a wind tunnel model of the whole vehicle, a cooling model of the fuel cell system, and a wind turbine model. In the joint simulation, the radiator core of the fuel cell system cooling model is modeled as a porous medium region set in the flow field.

11. The method for determining the heat dissipation system of a fuel cell system according to claim 10, characterized in that, Also includes: The viscous drag coefficient and inertial drag coefficient were determined by measuring the fluid velocity-pressure drop curve of the radiator core. The viscous drag coefficient and the inertial drag coefficient are input as boundary conditions into the joint simulation model.

12. The method for determining the heat dissipation system of a fuel cell system according to claim 10, characterized in that, Run the simulation model to verify heat dissipation, including: Run the co-simulation model to obtain the simulated air intake volume; Compare the simulated air intake volume with the required air intake volume; If the simulated air intake is greater than or equal to the required air intake, then the heat dissipation verification is deemed successful.

13. A fuel cell system, characterized in that, include: The stack body; A heat dissipation system, wherein the heat dissipation system is determined based on the heat dissipation system determination method for a fuel cell system as described in any one of claims 1-12.

14. The fuel cell system according to claim 13, characterized in that, The heat dissipation system includes: The heat sink core is used to dissipate the heat generated by the fuel cell stack body; A fan is used to drive airflow through the radiator core.

15. The fuel cell system according to claim 14, characterized in that, The heat dissipation system also includes: An air duct structure is connected between the fan and the radiator core to guide airflow through the radiator core.

16. The fuel cell system according to claim 13, characterized in that, The fuel cell system also includes: The control unit is communicatively connected to the heat dissipation system and is used to receive environmental parameters and adjust the operating state of the heat dissipation system according to the target operating conditions.

17. A vehicle, characterized in that, include: Vehicle body; The fuel cell system as described in any one of claims 13-16; A hydrogen storage system, connected to the fuel cell system, is used to supply hydrogen to the fuel cell stack body in the fuel cell system.

18. The vehicle according to claim 17, characterized in that, The vehicle also includes: The traction drive system is electrically connected to the fuel cell system.

19. The vehicle according to claim 17, characterized in that, The vehicle also includes: A high-voltage power distribution system and at least one auxiliary converter, wherein the high-voltage power distribution system is electrically connected to the fuel cell system.

20. The vehicle according to claim 17, characterized in that, The vehicle body has an air inlet that connects to the air intake path of the cooling system in the fuel cell system.

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