Hydrogen fuel cell vehicle thermal management system and new energy vehicle

Abstract

This application relates to the field of new energy vehicle technology, proposing a thermal management system for hydrogen fuel cell vehicles and a new energy vehicle. The system includes a main circulation loop, a flow path control valve group, a heat exchange component, a thermoelectric conversion module, a cooling branch, and a control unit. The main circulation loop connects in series with a power battery pack, a circulation pump, a drive motor, and in parallel with a hydrogen fuel cell stack and a cockpit heat exchange module. The hot end of the thermoelectric conversion module is located between the outlet of the hydrogen fuel cell stack and the first radiator for collecting waste heat. The inlet of the cooling branch is connected downstream of the drive motor's cooling unit, and the outlet is connected to the inlet of the first radiator; the cold end of the thermoelectric conversion module is located in this branch. The control unit controls the flow of coolant through the hot and cold ends of the thermoelectric conversion module via valve groups to create a temperature difference for power generation. This system integrates waste heat power generation functionality into integrated thermal management, converting high-grade waste heat from the fuel cell stack into electrical energy, realizing a transformation from heat dissipation to energy recovery, and significantly improving the overall vehicle energy utilization efficiency.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a thermal management system for a hydrogen fuel cell vehicle and a new energy vehicle. Background Technology

[0002] Hydrogen fuel cell vehicles, as a highly efficient energy conversion platform, directly impact their driving range, performance, and fuel economy through the efficient management of their overall energy flow. This platform comprises multiple energy conversion and consumption units, such as the hydrogen fuel cell stack that converts chemical energy into electrical energy, the drive motor that converts electrical energy into mechanical energy, the power battery that stores electrical energy, and the cabin system that maintains a comfortable driving environment. These units generate varying degrees of waste heat during operation and also have stringent temperature requirements, forming a complex thermal and energy management network.

[0003] To improve energy efficiency and integration, current mainstream thermal management system designs are trending towards high integration. These systems achieve unified management of multiple heat sources and heat loads by constructing shared fluid loops and centralized heat exchange resources, supplemented by intelligent flow path control strategies. Compared to earlier decentralized and independent designs, integrated architectures have made significant progress in reducing hardware redundancy, optimizing spatial layout, and enabling limited heat distribution among different components, essentially solving the problem of efficient heat transport and dissipation.

[0004] However, with increasing energy efficiency requirements, the limitations of existing integrated thermal management systems are becoming increasingly apparent. Their core design still focuses on effectively collecting and dissipating waste heat generated by various components into the external environment to achieve temperature control. In this process, the system itself consumes additional energy, such as to drive water pumps and cooling fans, but the objects it manages, such as the high-grade waste heat derived from fuel chemical energy, are not effectively utilized and are directly dissipated. This results in significant energy waste throughout the vehicle while the system performs precise temperature control, hindering further improvements in overall energy efficiency. Application content

[0005] In view of this, this application proposes a thermal management system for hydrogen fuel cell vehicles and a new energy vehicle to solve the technical problem that high-grade waste heat in existing integrated thermal management systems is not effectively utilized and is directly lost, resulting in low energy utilization efficiency of the whole vehicle.

[0006] In a first aspect, this application discloses a thermal management system for a hydrogen fuel cell vehicle, comprising: The main circulation loop includes a main circulation pipeline and a power battery pack, a circulation pump, a drive motor, a hydrogen fuel cell stack, and a cockpit heat exchange module arranged sequentially along the coolant flow direction of the main circulation pipeline. The hydrogen fuel cell stack is connected in parallel in the main circulation pipeline. A flow control valve assembly is installed on the main circulation pipeline to control the flow direction of the coolant; The heat exchange assembly includes a first radiator and an auxiliary radiator disposed on the main circulation loop. The first radiator is disposed downstream of the coolant outlet of the hydrogen fuel cell stack, and the auxiliary radiator is disposed downstream of the coolant outlet of the drive motor. The thermoelectric conversion module has its hot end connected in series in the main circulation pipeline between the coolant outlet of the hydrogen fuel cell stack and the first radiator. The cooling branch has its inlet connected to the main circulation pipe downstream of the coolant outlet of the auxiliary radiator, and its outlet connected to the coolant inlet of the first radiator. The cold end of the thermoelectric conversion module is located on the cooling branch. The control unit, connected to the flow path control valve group, is configured to control the flow path control valve group to allow coolant to flow through the hot end of the thermoelectric conversion module and to direct a portion of the coolant into the cooling branch to flow through the cold end of the thermoelectric conversion module.

[0007] Based on the above technical solution, preferably, the heat exchange assembly further includes a second radiator and a PTC heater, wherein the second radiator and the PTC heater are sequentially arranged on the main circulation pipeline between the first radiator and the cockpit heat exchange module.

[0008] Based on the above technical solution, preferably, the heat exchange assembly further includes a refrigerant circuit, which includes a compressor, a condenser, a throttling device, and a main evaporator connected by a pipeline; the condenser is arranged side by side with the second radiator, and the main evaporator is arranged on the main circulation pipeline, located between the second radiator and the PTC heater; An auxiliary evaporator is also provided on the cooling branch. The refrigerant side of the auxiliary evaporator is connected in parallel with the main evaporator to the refrigerant circuit and is located between the downstream of the throttling device and the upstream of the compressor's suction port.

[0009] Based on the above technical solution, preferably, a refrigerant distribution valve is provided downstream of the throttling device to distribute the refrigerant flowing through the throttling device to the refrigerant side of the main evaporator and the auxiliary evaporator.

[0010] Based on the above technical solution, preferably, the flow path control valve group includes a first flow path control valve and a second flow path control valve. The cockpit heat exchange module is connected in parallel to the main circulation pipeline. The first flow path control valve is located upstream of the coolant inlet of the cockpit heat exchange module, and the second flow path control valve is located at the connection between the coolant inlet of the hydrogen fuel cell stack and the main circulation pipeline.

[0011] Based on the above technical solution, preferably, a first reducing three-way valve is also provided at the connection between the inlet of the cooling branch and the main circulation pipeline. The first reducing three-way valve is configured to make the proportion of coolant diverted to the cooling branch less than the proportion diverted to the first radiator.

[0012] Based on the above technical solution, preferably, it also includes a first bypass, and the flow path control valve group further includes a third flow path switching valve. The inlet of the first bypass is connected to the main circulation pipeline located between the circulating pump and the drive motor through the third flow path switching valve, and the outlet of the first bypass is connected to the main circulation pipeline located between the first radiator and the second radiator.

[0013] Based on the above technical solution, preferably, it further includes a second bypass, the inlet of which is connected to the outlet of the first radiator via a second variable-diameter three-way valve, and the outlet of the second bypass is connected to the main circulation pipeline between the power battery pack and the drive motor; the second variable-diameter three-way valve is used to divert coolant from the first radiator to the second radiator and the second bypass according to a preset ratio; the second variable-diameter three-way valve is configured to make the proportion of coolant diverted to the second bypass greater than the proportion diverted to the second radiator.

[0014] Based on the above technical solution, preferably, it also includes a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a fifth temperature sensor, and a sixth temperature sensor disposed in the main circulation pipeline and electrically connected to the control unit; wherein, the first temperature sensor is located at the coolant inlet of the cockpit heat exchange module, the second temperature sensor is located at the coolant outlet of the auxiliary radiator, the third temperature sensor is located at the hot end inlet of the thermoelectric conversion module, the fourth temperature sensor is located at the coolant outlet of the first radiator, and the fifth and sixth temperature sensors are located at the coolant inlet and coolant outlet of the second radiator, respectively.

[0015] Secondly, this application discloses a new energy vehicle, including the hydrogen fuel cell vehicle thermal management system described in the first aspect.

[0016] This application has the following advantages over the prior art: 1) The hydrogen fuel cell vehicle thermal management system disclosed in this application captures high-grade waste heat by connecting the hot end of a thermoelectric conversion module in series at a specific location in the main circulation loop, and designs a dedicated cooling branch leading from the downstream of the drive motor's heat dissipation and merging into the upstream of the main radiator to house the cold end of the thermoelectric conversion module, thus constructing a waste heat recovery architecture deeply integrated into the vehicle's thermal management system. While maintaining the original advantages such as high integration and reconfigurable flow path, this system innovatively converts the high-temperature waste heat generated by the hydrogen fuel cell stack into usable electrical energy, realizing active management and value enhancement of the vehicle's energy flow. This system not only continues to achieve precise temperature control of each component, but also fundamentally changes the way waste heat is treated, shifting from simple dissipation to recycling, thereby significantly improving the overall energy utilization efficiency of the hydrogen fuel cell vehicle.

[0017] 2) By installing an auxiliary evaporator on the cooling branch and connecting it in parallel with the main evaporator to the refrigerant circuit, deep coupling between the air conditioning system and the waste heat power generation system is achieved. When the air conditioning is running to meet the comfort of the passenger compartment, the system can intelligently utilize any surplus cooling capacity to actively enhance the cooling of the cold end of the thermoelectric conversion module. Without significantly increasing additional energy consumption, the cooling demand of the passenger compartment is transformed into a driving force for improving the efficiency of waste heat power generation. This achieves a leap from energy-consuming cooling to cooling and power generation, greatly improving the intelligent level of comprehensive energy utilization and overall energy efficiency of the vehicle.

[0018] 3) By setting a first variable-diameter three-way valve and a second bypass at the outlet of the first radiator, the coolant is proportionally diverted, allowing most of the secondary high-temperature coolant to flow directly back to the front end of the drive motor to meet its heat dissipation needs, while a small portion enters the second radiator for deep cooling. This achieves graded treatment of heat load and tiered utilization of energy. This measure significantly improves system energy efficiency, significantly reduces the load on the second radiator and evaporator, and reduces the power of its fan and compressor, thereby saving energy and extending the vehicle's driving range. At the same time, flow optimization accelerates the cooling response speed and supports refined temperature management of the drive motor, battery, and cockpit, ensuring that each component receives customized cooling services, ultimately enhancing the system's economy and adaptability. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art 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.

[0020] Figure 1 This is a schematic diagram of the thermal management system for a hydrogen fuel cell vehicle disclosed in this application. Figure 2 This is a schematic diagram of the coolant flow path of the thermal management system of a hydrogen fuel cell vehicle disclosed in this application when the vehicle is parked. Figure 3 This is a schematic diagram of the coolant flow path of the hydrogen fuel cell vehicle thermal management system disclosed in this application when the hydrogen fuel cell stack is not working. Figure 4 This is a schematic diagram of the coolant flow path of the hydrogen fuel cell vehicle thermal management system disclosed in this application during the operation of the hydrogen fuel cell stack. Figure label: 1. Main circulation loop; 11. Power battery pack; 12. Circulation pump; 13. Drive motor; 14. Hydrogen fuel cell stack; 15. Cockpit heat exchange module; 16. Main circulation pipeline; 17. Water tank; 2. First radiator; 3. Auxiliary radiator; 4. Thermoelectric conversion module; 5. Cooling branch; 6. Second radiator; 7. PTC heater; 8. Refrigerant circuit; 81. Compressor; 82. Condenser; 83. Throttling device; 84. Main evaporator; 85. Auxiliary evaporator; 86. Refrigerant distribution valve; F1. First flow path control valve; F2. Second flow path control valve; S1. First variable diameter three-way valve; 9. First bypass; F3. Third flow path switching valve; 10. Second bypass; S2. Second variable diameter three-way valve; T1. First temperature sensor; T2. Second temperature sensor; T3. Third temperature sensor; T4. Fourth temperature sensor; T5. Fifth temperature sensor; T6. Sixth temperature sensor. Detailed Implementation

[0021] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] like Figure 1 As shown, combined with Figure 2-4 This application discloses a thermal management system for a hydrogen fuel cell vehicle, including a main circulation loop 1, a flow path control valve group, a heat exchange component, a thermoelectric conversion module 4, a cooling branch 5, and a control unit.

[0023] The main circulation loop 1 forms the core framework of the entire thermal management system's coolant circulation. This loop includes a main circulation pipe 16, along which the power battery pack 11, circulation pump 12, drive motor 13, hydrogen fuel cell stack 14, and passenger compartment heat exchange module 15 are sequentially arranged. The hydrogen fuel cell stack 14 is not simply connected in series in the pipe, but rather connected to the main circulation pipe 16 via a parallel branch. This combination of series and parallel connections forms the physical basis for building a highly integrated thermal management system. It integrates multiple core thermal management components of the vehicle—the power battery, drive motor 13, hydrogen fuel cell stack 14, and passenger compartment—into a single coolant circulation network, providing structural possibilities for comprehensive heat scheduling and unified management.

[0024] The flow path control valve assembly is a key actuator in the system for intelligent fluid path control. It consists of multiple valves arranged at various critical nodes in the main circulation pipeline 16. Under the electrical signal command of the control unit, these valves can change their on / off state or connection path, thereby dynamically adjusting the flow direction of the coolant in the main circulation loop 1. The presence of the flow path control valve assembly allows the system to transcend the limitations of a fixed flow path and flexibly reconfigure the coolant flow path according to the vehicle's real-time thermal state and management needs. For example, it can open or close branches flowing to the hydrogen fuel cell stack 14 or the cockpit heat exchange module 15. Its principle is based on an electromagnetic or electric drive mechanism, responding quickly to control signals; its function is to achieve flexible reconfiguration of the coolant path, enabling the system to adapt to different operating modes (such as cooling only the battery, or simultaneously cooling the fuel cell stack and the cockpit), thereby meeting the differentiated temperature control needs of the vehicle under various operating conditions, avoiding energy waste, and improving response speed.

[0025] The heat exchange assembly is integrated into the main circulation loop 1, providing the necessary temperature regulation capability for the core heat source. This assembly mainly includes a first radiator 2 and an auxiliary radiator 3. The first radiator 2 is located downstream of the coolant outlet of the hydrogen fuel cell stack 14. Its main function is to forcibly dissipate the high-temperature coolant carrying high-grade waste heat from the hydrogen fuel cell stack 14, reducing its temperature to a safe and suitable range. This ensures that downstream electrical components of the hydrogen fuel cell stack 14, such as the cockpit, battery pack 11, and drive motor 13, can be effectively cooled and maintain efficient operation.

[0026] The auxiliary radiator 3 is located downstream of the coolant outlet of the drive motor 13. The drive motor 13 generates considerable waste heat during the conversion of electrical energy into mechanical energy. The auxiliary radiator 3 is responsible for cooling this heated coolant, allowing it to enter the hydrogen fuel cell stack 14 at a lower temperature. This effectively cools the hydrogen fuel cell stack 14 and provides a temperature-controlled fluid source for downstream components that may utilize this coolant. Simultaneously, the coolant cooled by the auxiliary radiator 3 can also serve as a cold source for the thermoelectric conversion module 4.

[0027] The thermoelectric conversion module 4 is the core functional component for waste heat energy recovery in this application. The hot end of this module is connected in series to section 16 of the main circulation pipeline between the coolant outlet of the hydrogen fuel cell stack 14 and the coolant inlet of the aforementioned first radiator 2. This structural arrangement ensures that the coolant with the highest temperature discharged from the hydrogen fuel cell stack 14 flows preferentially and directly through the hot end of the thermoelectric conversion module. The thermoelectric conversion module operates based on the Seebeck effect; it generates electricity when its hot end contacts a high-temperature heat source and its cold end contacts a low-temperature heat source. Connecting the hot end in series with the hydrogen fuel cell stack 14 allows the module to directly absorb heat from the highest-grade waste heat, creating optimal heat source conditions for efficient thermoelectric conversion and forming the foundation for this value-enhancing process of converting chemical waste heat into electrical energy.

[0028] Cooling branch 5 is a dedicated fluid path serving the cold end management of the thermoelectric conversion module. Its inlet connects to the main circulation pipe 16 downstream of the coolant outlet of the auxiliary radiator 3, while its outlet connects to the coolant inlet of the first radiator 2. The cold end of the thermoelectric conversion module is located on this cooling branch 5. This design creates a relatively independent thermal management sub-circuit. The coolant flowing from the drive motor 13 and processed by the auxiliary radiator 3 is typically at a significantly lower temperature than the coolant temperature at the outlet of the hydrogen fuel cell stack 14. This portion of the coolant can be introduced into cooling branch 5 specifically to flow through the cold end of the thermoelectric conversion module, providing it with the necessary low-temperature heat sink.

[0029] In this way, the system cleverly utilizes the pre-cooled coolant in the drive motor 13 circuit as a cold source, establishing an effective temperature difference between the hot and cold ends of the thermoelectric conversion module, thereby driving it to generate electricity stably. The cooled and heated coolant eventually flows into the inlet of the first radiator 2 and enters the main circulation to continue participating in thermal management.

[0030] The control unit is the intelligent control center of the system, and it is electrically connected to the flow path control valve group. The control unit is programmed with or calculates control strategies in real time. One of its functions is to coordinate the flow of coolant in the main circulation loop 1 and the cooling branch 5 by sending precise control commands to the flow path control valve group. Specifically, the control unit can control the valve group to ensure that when the hydrogen fuel cell stack 14 is operating, the coolant flows through the hot end of the thermoelectric conversion module to collect waste heat. Simultaneously, the control unit can, according to operating conditions, control the valve group to timely redirect a portion of the coolant flowing through the auxiliary radiator 3 in the main circulation loop 1 into the cooling branch 5, allowing it to flow through the cold end of the thermoelectric conversion module. Through this coordinated control, the control unit ensures the existence and stability of the temperature difference across the thermoelectric conversion module, enabling it to continuously and effectively convert the collected waste heat into electrical energy.

[0031] The hydrogen fuel cell vehicle thermal management system disclosed in this application captures high-grade waste heat by connecting the hot end of a thermoelectric conversion module in series at a specific location in the main circulation loop 1, and designs a dedicated cooling branch 5 that leads from the downstream of the drive motor 13's heat dissipation and merges into the upstream of the main radiator to house the cold end of the thermoelectric conversion module, thus constructing a waste heat recovery architecture deeply integrated into the vehicle's thermal management system. While maintaining the original advantages such as high integration and reconfigurable flow path, this system innovatively converts the high-temperature waste heat generated by the hydrogen fuel cell stack 14 into usable electrical energy, realizing active management and value enhancement of the vehicle's energy flow. This system not only continues to achieve precise temperature control of each component, but also fundamentally changes the way waste heat is treated, shifting from simple dissipation to recycling, thereby significantly improving the overall energy utilization efficiency of the hydrogen fuel cell vehicle.

[0032] In some embodiments, the heat exchange assembly further includes a second radiator 6 and a PTC heater 7. The second radiator 6 and the PTC heater 7 are sequentially arranged along the flow direction of the coolant on the main circulation pipe 16 between the first radiator 2 and the cockpit heat exchange module 15. This sequential connection constitutes a complete temperature control chain from high-temperature heat dissipation to precise mid-temperature regulation, and then to active heating.

[0033] The second radiator 6 is the core component of the heat exchange assembly responsible for performing secondary heat dissipation. It is connected in series downstream of the first radiator 2. After being processed by the first radiator 2, the temperature of the coolant has decreased from the peak value brought by high-temperature heat sources such as the hydrogen fuel cell stack 14, but it may still not reach the ideal temperature range required to serve the battery or passenger compartment. At this time, the coolant flows into the second radiator 6, which is an auxiliary radiator equipped with an independently controllable fan. Its purpose is to perform more refined secondary cooling of the coolant. By adjusting the speed or starting and stopping of its cooling fan, the system can precisely control and stabilize the temperature of the coolant within a preset medium temperature range, such as the temperature range required for the efficient and safe operation of the power battery pack 11, thereby providing a suitable coolant source for downstream battery thermal management and possible cabin cooling needs.

[0034] The PTC heater 7 is the active heating unit in the heat exchange assembly. It is connected in series downstream of the second radiator 6 and upstream of the cockpit heat exchange module 15. The PTC heater 7 is a positive temperature coefficient electric heating element, whose resistance increases with temperature, exhibiting self-limiting temperature characteristics and ensuring safe and reliable operation. Its function is to directly heat the coolant flowing through it electrically in low-temperature environments when the system needs to heat the passenger compartment or rapidly preheat the power battery pack 11. This allows the system to independently and rapidly raise the coolant temperature even in cold-start conditions with extremely low ambient temperatures and insufficient vehicle waste heat, thereby ensuring passenger compartment comfort and the performance and charging safety of the power battery under low-temperature conditions.

[0035] The second radiator 6 and the PTC heater 7 are sequentially positioned between the first radiator 2 and the cockpit heat exchange module 15. After the coolant flows out from the first radiator 2, its temperature is initially reduced. Then, depending on real-time needs, it can flow through the second radiator 6 for more precise cooling to achieve a lower target temperature. Alternatively, in situations requiring heating, the first radiator 2 and the second radiator 6 are not activated, and the coolant flows directly through them before rapidly heating up through the PTC heater 7. Finally, after this series of sequential and optional heating or cooling processes, the precisely temperature-controlled coolant is delivered to the cockpit heat exchange module 15 for direct use in the crew cabin's air conditioning heating or cooling.

[0036] This series layout integrates and shares heat dissipation and heating resources, allowing the same coolant to receive differentiated temperature control on a single flow channel according to global needs. This greatly simplifies the system piping and enables on-demand allocation and tiered utilization of thermal management capabilities.

[0037] In some embodiments, the heat exchange assembly further includes a refrigerant circuit 8, providing the system with active and efficient cooling capacity. This refrigerant circuit 8 includes a compressor 81, a condenser 82, a throttling device 83, and a main evaporator 84, which are sequentially connected via piping to form a vapor compression cycle. The introduction of this independent circuit enables the system to overcome the limitations of ambient temperature and actively extract heat from the coolant, achieving deep temperature control.

[0038] In this embodiment, the condenser 82 is a high-pressure side component in the refrigerant circuit 8 that discharges heat to the external environment. In this design, the condenser 82 and the second radiator 6 in the main circulation circuit 1 are arranged side-by-side. This side-by-side layout means that the two are spatially adjacent and can typically share the same cooling fan assembly and frontal heat dissipation area. This integrated design not only saves valuable space in the vehicle but also achieves efficient sharing of heat dissipation resources. When the fan operates, the generated airflow can simultaneously cool the condenser 82 and the second radiator 6, avoiding the redundant structure and additional energy consumption associated with configuring separate cooling modules for each, thereby improving heat dissipation efficiency and energy efficiency at the system level.

[0039] The main evaporator 84 is the core component in the refrigerant circuit 8 that absorbs heat from the outside to achieve the cooling function. The main evaporator 84 is located on the main circulation pipe 16, and its position is specifically defined between the second radiator 6 and the PTC heater 7. This arrangement embeds it within the existing graded temperature control chain, acting as the final precision temperature regulator. Coolant flowing from the first radiator 2, after further cooling by the second radiator 6, can flow through the main evaporator 84 if its temperature is still higher than required for certain specific applications, such as providing strong cooling for the passenger compartment. Here, the low-temperature, low-pressure refrigerant vaporizes within the evaporator, absorbing a large amount of heat from the coolant flowing through its external coolant pipes, thereby achieving active and deep cooling of the coolant and rapidly reducing its temperature to the target range, such as meeting the low temperature required for the cockpit air conditioning vents.

[0040] This application also includes an auxiliary evaporator 85 on the cooling branch 5. The coolant side of the auxiliary evaporator 85 is connected in series in the cooling branch 5, while its refrigerant side is connected in parallel to the aforementioned refrigerant circuit 8. Specifically, the refrigerant inlet of the auxiliary evaporator 85 is connected in parallel with the refrigerant inlet of the main evaporator 84, and both are connected to the downstream pipeline of the throttling device 83; its outlet is connected in parallel with the refrigerant outlet of the main evaporator 84, and both are connected back to the upstream of the suction port of the compressor 81. This parallel connection means that when the refrigerant circuit 8 is running, the low-temperature, low-pressure liquid refrigerant flowing out of the throttling device 83 can be allocated according to the control logic, flowing simultaneously or selectively to the main evaporator 84 and the auxiliary evaporator 85.

[0041] When the vehicle is running and the passenger compartment requires cooling, the air conditioning compressor 81 is activated, and the refrigerant circuit 8 begins operation. At this time, the refrigerant flowing through the main evaporator 84 is primarily responsible for deep cooling of the coolant in the main circulation circuit 1 to ensure passenger compartment comfort. Simultaneously, because the first radiator 2 and the second radiator 6 have already performed two stages of pre-cooling of the main circuit coolant, the cooling load required by the main evaporator 84 is reduced. The system controller can dynamically allocate a portion of the refrigerant flow to the parallel auxiliary evaporator 85. This diverted refrigerant evaporates in the auxiliary evaporator 85, absorbing heat from the coolant flowing through the cooling branch 5. This coolant originates from the drive motor 13 circuit and is used to cool the cold end of the thermoelectric conversion module. Through the additional cooling of the auxiliary evaporator 85, the temperature of the cold end of the thermoelectric conversion module is further significantly reduced. According to the Seebeck effect in thermoelectric conversion, the power generation is proportional to the temperature difference between the hot and cold ends. Therefore, with the hot end temperature of the hydrogen fuel cell stack 14 remaining essentially constant, actively reducing its cold end temperature through air conditioning can significantly increase the effective operating temperature difference between the two ends of the thermoelectric conversion module, thereby directly and significantly improving its waste heat power generation efficiency and power output.

[0042] By installing an auxiliary evaporator 85 on the cooling branch 5 and connecting the auxiliary evaporator 85 and the main evaporator 84 in parallel to the refrigerant circuit 8, deep coupling between the air conditioning system and the waste heat power generation system is achieved. When the air conditioning is running to meet the comfort of the passenger compartment, the system can intelligently utilize the potentially surplus cooling capacity to actively enhance the cooling of the cold end of the thermoelectric conversion module. Without significantly increasing additional energy consumption, the cooling demand of the passenger compartment is transformed into a driving force for improving the efficiency of waste heat power generation. This achieves a leap from energy-consuming cooling to cooling and power generation, greatly improving the intelligent level of comprehensive energy utilization and overall energy efficiency of the vehicle.

[0043] In some embodiments, a refrigerant distribution valve 86 is provided downstream of the throttling device 83 for distributing the refrigerant flowing through the throttling device 83 to the refrigerant side of the main evaporator 84 and the auxiliary evaporator 85.

[0044] The refrigerant distribution valve 86 enables intelligent and proportional distribution of refrigerant between the parallel-connected main evaporator 84 and auxiliary evaporator 85. It is not a simple fluid tee, but a controllable regulating device that dynamically changes the opening or on / off state of its internal flow channels according to commands from the control unit. This allows the system to flexibly adjust the refrigerant flow ratio allocated to the main evaporator 84 and auxiliary evaporator 85 based on the vehicle's real-time operating conditions and the priority of thermal management needs. For example, when there is a strong cooling demand in the passenger compartment, the controller can instruct the distribution valve to direct most of the refrigerant to the main evaporator 84 to ensure rapid cooling of the passenger compartment. When the cooling demand in the passenger compartment is weak, or when the system, based on a global energy efficiency optimization strategy, prioritizes or focuses on improving the power generation efficiency of the thermoelectric conversion module, the controller can instruct the distribution valve to allocate more refrigerant to the auxiliary evaporator 85 to enhance the cooling of the coolant in the cooling branch 5, thereby significantly reducing the TEG cold-end temperature and increasing its operating temperature difference to improve power generation.

[0045] In some embodiments, the flow path control valve group includes a first flow path control valve F1 and a second flow path control valve F2. The cockpit heat exchange module 15 is connected in parallel to the main circulation pipeline 16. The first flow path control valve F1 is located upstream of the coolant inlet of the cockpit heat exchange module 15, and the second flow path control valve F2 is located at the connection between the coolant inlet of the hydrogen fuel cell stack 14 and the main circulation pipeline 16.

[0046] By connecting the cockpit heat exchange module 15 in parallel to the main circulation pipe 16, the coolant flowing through the main circulation pipe 16 and the coolant flowing to the cockpit heat exchange module 15 are separated on the main pipe.

[0047] When only preheating of the power battery pack 11 is required, the first flow path control valve F1 is closed, and the warm coolant heated by the PTC flows directly into the power battery pack 11, thus preheating it. In this case, the heated coolant does not flow through the cockpit heat exchange module 15. When heating of the cockpit is required, the warm coolant heated by the PTC first flows through the cockpit heat exchange module 15 to provide heat, and then flows through the power battery pack 11 to preheat it. This mode fully utilizes the high efficiency of PTC heating and avoids unnecessary energy loss caused by starting high-power cooling components.

[0048] In this embodiment, the cockpit heat exchange module 15 consists of a blower and a heat exchange coil. When the coolant passes through the heat exchange coil, the blower blows air onto the heat exchange coil, thereby achieving heat exchange between the air in the cockpit and the heat exchange coil.

[0049] When it is necessary to cool the cockpit, the PTC heater 7 is turned off, allowing only coolant to pass through. The first flow path control valve F1 is in the open state. After the low-temperature coolant passes through the cockpit heat exchange module 15, it can cool the passenger compartment. The coolant that flows through the cockpit heat exchange module 15 becomes a medium-temperature coolant, which can also cool the power battery pack 11 and the drive motor 13 in sequence.

[0050] The second flow path control valve F2 is a key valve for controlling the on / off state of the branch of the hydrogen fuel cell stack 14. This valve is located at the node connecting the coolant inlet of the hydrogen fuel cell stack 14 to the main circulation pipeline 16. The hydrogen fuel cell stack 14 itself is connected to the main circulation loop 1 via a parallel branch, and the second flow path control valve F2 is installed at the inlet of this branch. The opening and closing state of this valve directly determines whether coolant can flow to the hydrogen fuel cell stack 14. When the hydrogen fuel cell stack 14 starts up and generates heat, the controller opens this valve, allowing coolant to flow into the stack for necessary cooling and to prevent overheating. When the vehicle is operating in pure electric mode and the hydrogen fuel cell stack 14 is not working, the controller can close this valve, thus completely cutting off the coolant flow to the stack. This not only avoids unnecessary pump power loss and heat loss caused by coolant flowing through an inactive stack, but also helps maintain the temperature of the stack itself in low-temperature environments, facilitating its rapid restart.

[0051] It should be noted that when the second flow path control valve F2 is opened, it means that the hydrogen fuel cell stack 14 is working. Then, the hot end of the thermoelectric conversion module 4 has a heat source, while the cold end of the thermoelectric conversion module 4 is provided with a cold source by the coolant on the cooling branch 5, thereby enabling the thermoelectric conversion module 4 to generate electricity.

[0052] When the second flow path control valve F2 is not open, it means that the hydrogen fuel cell stack 14 is not working, and the coolant in the main circulation pipeline 16 does not pass through the hydrogen fuel cell stack 14. Therefore, the temperature of the coolant passing through the hot end and cold end of the thermoelectric conversion module 4 is the same, and the thermoelectric conversion module 4 does not generate electricity.

[0053] In some embodiments, a first reducing three-way valve S1 is also provided at the connection between the inlet of the cooling branch 5 and the main circulation pipe 16. The first reducing three-way valve S1 is configured to make the proportion of coolant diverted to the cooling branch 5 less than the proportion diverted to the first radiator 2.

[0054] Cooling branch 5 serves the cold end cooling of the thermoelectric conversion module. Its required coolant flow rate is typically much smaller than the total flow rate in the main circuit needed to dissipate heat from high-heat-load components such as the hydrogen fuel cell stack 14. Through valve pre-settings or control settings, most of the coolant is prioritized for cooling the main circuit to the first radiator 2, with only a small portion allocated to cooling branch 5. This ensures that the core cooling function of the main circuit remains unaffected, while providing effective cooling to the TEG cold end with the minimum necessary flow rate. This achieves efficient and rational allocation of system flow resources, avoiding the risk of insufficient main circuit cooling capacity due to excessive flow diversion from cooling branch 5.

[0055] In addition to achieving fixed or adjustable proportional flow distribution, the first variable-diameter three-way valve S1 also possesses a crucial degree of control freedom: it can completely close the flow path to the cooling branch 5 upon command. This means that the valve is not only a flow distributor but also a switch that can cut off the branch's on / off state. For example, when the hydrogen fuel cell stack 14 is not operating and the thermoelectric conversion module cannot generate electricity effectively due to the lack of a high-temperature heat source, continuing to allow coolant to flow through the cooling branch 5 and the TEG cold end is meaningless and will only cause unnecessary consumption of pumping energy. At this time, the control unit can command the first variable-diameter three-way valve S1 to switch to the state of completely closing the cooling branch 5, so that all the coolant flowing out of the auxiliary radiator 3 flows directly along the main circulation pipe 16 to the first radiator 2, thereby optimizing the system flow path, reducing the ineffective load on the circulation pump 12, and improving system energy efficiency.

[0056] It should be noted that if cooling branch 5 is closed, when the air conditioning system is turned on, the refrigerant distribution valve 86 will only distribute refrigerant to the main evaporator 84, and the auxiliary evaporator 85 will not distribute refrigerant, in order to reduce energy waste.

[0057] In some embodiments, a first bypass 9 is also included, and the flow path control valve group further includes a third flow path switching valve F3. The inlet of the first bypass 9 is connected to the main circulation pipeline 16 located between the circulation pump 12 and the drive motor 13 through the third flow path switching valve F3, and the outlet of the first bypass 9 is connected to the main circulation pipeline 16 located between the first radiator 2 and the second radiator 6.

[0058] The first bypass 9 and the third flow path switching valve F3 together physically construct an optional, fast fluid path that bypasses the drive motor 13 and the hydrogen fuel cell stack 14. When the third flow path switching valve F3 is opened according to a control command, the coolant output from the circulating pump 12 will no longer be directed to the drive motor 13, but will instead flow directly into the first bypass 9 via the valve. Subsequently, the coolant is transported through the first bypass 9 to the main circulation pipe section 16 between the first radiator 2 and the second radiator 6. This path completely avoids the drive motor 13, the hydrogen fuel cell stack 14, and their associated complex flow paths, forming a direct link from the pump to the heat dissipation unit.

[0059] The core value of this design lies in achieving intelligent isolation and on-demand reconfiguration of the vehicle's thermal management functional domains under specific operating conditions. It intelligently divides the original integrated large-scale circulation serving all heat sources (power components and passenger compartment) into two relatively independent thermal management domains under specific conditions. Specifically, when the vehicle is parked and neither the drive motor 13 nor the hydrogen fuel cell stack 14 is operating, by opening the third flow path switching valve F3 and connecting the first bypass 9, the system can concentrate thermal management resources and flow to serve the passenger compartment and power battery, which still require thermal management at this time, thus constructing a highly optimized parking-condition temperature control sub-circuit.

[0060] In scenarios where the vehicle is parked and requires warming, such as preheating the power battery in winter or simultaneously heating the passenger compartment, this system demonstrates its high efficiency. The controller opens the third flow path switching valve F3, allowing the coolant to circulate in a short loop consisting of the first bypass 9, the heat exchange components (partial), the power battery, and the passenger compartment heat exchange module 15. Simultaneously, the system can activate only the PTC heater 7 to actively heat the circulating coolant, while keeping the cooling systems of the first radiator 2, the second radiator 6, and the compressor 81 shut down. The warm coolant heated by the PTC can flow directly through the power battery pack 11 for rapid preheating. If the passenger compartment also requires heating, this warm flow can first release heat through the passenger compartment heat exchange module 15 before providing residual heat to the power battery. This mode fully utilizes the directness and efficiency of electric heating, completely avoiding energy loss caused by driving high-power heat dissipation components that are not in operation, achieving parking temperature control requirements with minimal energy consumption.

[0061] In scenarios where the vehicle is parked and cooling is required, such as for cabin cooling or battery cooling in summer, the first bypass 9 also plays a crucial role. The coolant circulates along this short path. If only gentle cooling of the battery is needed, the system can simply activate the fan of the second radiator 6 for air cooling of the coolant. If strong cooling of the cabin is required, the system can simultaneously activate the fan of the second radiator 6 and the compressor 81 cooling system. In this case, the coolant is first pre-cooled by the second radiator 6, then flows through the evaporator in the cooling circuit and is deeply cooled to a lower temperature, such as the low temperature required for cabin airflow. This cooled coolant then sequentially provides cool air to the cabin and effectively cools the battery. In external charging mode, when the ambient temperature is low and battery preheating is needed, this branch can also be used in conjunction with the PTC heater 7 for rapid preheating. Once the battery temperature rises, the second radiator 6 can then dissipate heat independently to meet the requirements.

[0062] In some embodiments, a second bypass 10 is further included. The inlet of the second bypass 10 is connected to the outlet of the first radiator 2 via a second variable-diameter three-way valve S2, and the outlet of the second bypass 10 is connected to the main circulation pipeline 16 between the power battery pack 11 and the drive motor 13. The second variable-diameter three-way valve S2 is used to divert coolant from the first radiator 2 to the second radiator 6 and the second bypass 10 in a preset ratio. The second variable-diameter three-way valve S2 is configured to make the proportion of coolant diverted to the second bypass 10 greater than the proportion diverted to the second radiator 6.

[0063] The second reducing three-way valve S2 is a key control element. Its internal channels are specially designed to divide the incoming coolant into two independent streams at a fixed, preset ratio. One stream flows to the second radiator 6 for further cooling, while the other stream flows directly back to the front end of the system through the second bypass 10. In this embodiment, preferably, 70% of the coolant is diverted to the second bypass 10, and 30% is diverted to the second radiator 6.

[0064] After being processed by the first radiator 2, the temperature of the coolant has been significantly reduced from the peak value caused by high-temperature heat sources such as the hydrogen fuel cell stack 14, but it still remains at a relatively high level, for example, in the range of 55 to 60 degrees Celsius. This coolant at a suitable temperature is an ideal and sufficient cooling medium for the drive motor 13, effectively removing the heat generated during its operation without requiring further deep cooling. Therefore, sending most of this coolant directly back to the front end of the drive motor 13 through the second bypass 10 precisely and efficiently meets the heat dissipation requirements of the drive motor 13. This design avoids sending all the coolant that has already met the motor's heat dissipation requirements to subsequent stages requiring deep cooling indiscriminately, thus preventing excessive energy processing and waste from the source.

[0065] Meanwhile, only a small portion of the coolant is allocated to the second radiator 6. This portion of the coolant will then serve the battery pack 11 and the passenger compartment. Since the battery and passenger compartment typically require coolant at lower temperatures, this diverted coolant will undergo further deep cooling in the second radiator 6 and possibly subsequent evaporator exchangers to achieve even lower target temperatures. This on-demand diversion design allows limited deep cooling resources to be concentrated on components that truly require low-temperature cooling, achieving efficient and precise allocation of cooling capacity.

[0066] By directly returning most of the coolant through the second bypass 10, the heat load on the second radiator 6 and its subsequent compressor 81 refrigeration system is significantly reduced. Since only a small proportion of the total coolant flow needs to be handled, the power required for the cooling fan in the second radiator 6 and the operating power of the compressor 81 associated with the evaporator exchanger can be significantly reduced. This directly translates to energy savings in the vehicle's auxiliary systems, which has a direct and positive impact on improving the vehicle's driving range. Furthermore, due to the reduced coolant flow through the second radiator 6, the system can cool this portion of the coolant to the required low temperature more quickly with the same cooling power, thereby improving the rapid cooling response to the battery and cabin.

[0067] In some embodiments, the system further includes a first temperature sensor T1, a second temperature sensor T2, a third temperature sensor T3, a fourth temperature sensor T4, a fifth temperature sensor T5, and a sixth temperature sensor T6 disposed in the main circulation pipeline 16 and electrically connected to the control unit; wherein, the first temperature sensor T1 is located at the coolant inlet of the cockpit heat exchange module 15, the second temperature sensor T2 is located at the coolant outlet of the auxiliary radiator 3, the third temperature sensor T3 is located at the hot end inlet of the thermoelectric conversion module 4, the fourth temperature sensor T4 is located at the coolant outlet of the first radiator 2, and the fifth temperature sensor T5 and the sixth temperature sensor T6 are located at the coolant inlet and coolant outlet of the second radiator 6, respectively.

[0068] Using the above scheme, temperature monitoring points are arranged at key nodes along the coolant flow path through critical components and heat exchange units, forming a complete temperature field monitoring network. The control unit continuously collects temperature data from these nodes to obtain the real-time thermal status of the system.

[0069] Among them, the first temperature sensor T1 directly monitors the temperature of the coolant that is about to enter the cockpit heat exchange module 15, and is a direct feedback variable for controlling the heating or cooling effect of the cockpit.

[0070] The second temperature sensor T2 is located at the coolant outlet of the auxiliary radiator 3. This point monitors the temperature of the coolant flowing through the drive motor 13 and after being processed by the auxiliary radiator 3. The sensor reading directly reflects the base temperature of the coolant that can be used to provide a low-temperature heat sink for the thermoelectric conversion module. This temperature cannot be too high. If it is too high, on the one hand, the coolant will not be able to cool the hydrogen stack, and on the other hand, the temperature flowing through the cooling branch 5 will also be very high, which will reduce the TEG power generation efficiency. Therefore, this temperature is controlled below 60°C.

[0071] The third temperature sensor, T3, is located at the coolant inlet at the hot end of the thermoelectric conversion module. This is the necessary pathway for the high-grade waste heat generated by the hydrogen fuel cell stack 14 to enter the thermoelectric conversion module. Monitoring the temperature at this point is crucial, as it directly characterizes the temperature level and quality of the high-temperature heat source available for thermoelectric conversion.

[0072] The fourth temperature sensor T4 is located at the coolant outlet of the first radiator 2. This location is used to monitor the coolant temperature after forced cooling by the first radiator 2. It also serves as the basis for feedback on whether to subsequently activate the second radiator 6 and the air conditioning system.

[0073] The fifth temperature sensor T5 and the sixth temperature sensor T6 are used to evaluate the heat dissipation efficiency of the second radiator 6 and serve as the core basis for controlling its fan and determining whether the compressor 81 cooling system needs to be started. The multi-mode operation of the thermal management system of hydrogen fuel cell vehicles is explained below.

[0074] Mode 1, in parking warm-up mode (winter cabin heating / battery preheating); applicable scenarios: the vehicle is stationary, the ambient temperature is below 18℃ or the cabin needs heating.

[0075] The circulation pipeline can be opened as follows: 1) Refer to the appendix Figure 2 As shown, the third flow path switching valve is opened, connecting the first circulation pipeline. The coolant flow path is: water tank → circulation pump → third flow path switching valve → first bypass → second radiator → evaporator exchanger → PTC heater 7 → power battery → water tank.

[0076] When the first circulation pipeline is open, the second radiator and evaporator are not working, only the PTC heater 7 is working, and the heated coolant preheats the power battery pack.

[0077] 2) When the first flow path switching valve is opened, the second circulation pipeline is connected, and the coolant flow path is: water tank → circulation pump → third flow path switching valve → first bypass → second radiator → evaporator exchanger → PTC heater 7 → cockpit heat exchange module → power battery → water tank.

[0078] When the second circulation pipeline is activated, neither the second radiator nor the evaporator operates; only the PTC heater 7 works. The heated coolant, after providing heat to the passenger compartment, continues to flow through the battery pack to preheat it, preparing it for vehicle startup. This mode is highly efficient and energy-saving, activating only the necessary components.

[0079] The control unit determines whether to enter this mode based on the driver's settings or the ambient temperature. The goal is to keep the inlet temperature of the cockpit heat exchange module (first temperature sensor temperature) below 30°C to achieve comfortable heating and avoid overheating. The PTC heater 7 is activated to heat the circulating coolant. The control unit monitors the temperature of T1 and adjusts the heating power of the PTC through closed-loop feedback to stabilize the first temperature sensor temperature within the target range.

[0080] Mode 2, Parking Cooling Mode (Summer Cabin Cooling / Battery Cooling), is applicable when the vehicle is stationary, the ambient temperature is above 25°C, or the cabin requires cooling.

[0081] The circulation pipeline can be opened as follows: 1) The third flow path switching valve is opened, connecting the third circulation pipeline, and the coolant flow path is consistent with the first circulation pipeline flow path.

[0082] When the third circulation pipeline is open, the PTC heater 7 and the evaporator exchanger do not work. At this time, only the second radiator works. By monitoring the temperature of the first temperature sensor, the temperature of the outlet of the second radiator is controlled to 30℃-35℃ to ensure that the cooled coolant is used to cool the power battery pack.

[0083] 2) The first flow path switching valve opens, connecting the fourth circulation pipeline. The coolant flow path is now consistent with the third circulation pipeline. When the fourth circulation pipeline is open, the PTC heater 7 is not operating, while the second radiator and evaporator are working. The system monitors the cockpit inlet temperature and controls the cooling intensity by adjusting the compressor power and the opening of the electronic expansion valve. The goal is to precisely control the evaporator outlet temperature at approximately 15°C to provide cool air to the cockpit. After passing through the cockpit heat exchange module 15, the coolant temperature is below 30°C, further effectively cooling the power battery pack.

[0084] In the above mode, the compressor is only activated when the cabin needs cooling. The cabin is heated in two ways: first, in parking mode, a PTC heater 7 is used; second, during vehicle operation, the coolant cooled by the drive motor and hydrogen stack passes through the first and second heating units for temperature regulation, and the residual heat from the system circulation is used to heat the cabin. The coolant used to heat the cabin can also be used to cool the battery pack. This ensures the compressor only activates in specific cooling modes, significantly reducing system energy consumption.

[0085] Mode 3, see attached document Figure 3 As shown, the driving mode (motor running, hydrogen stack not generating electricity) is used in the following scenario: while the vehicle is in motion, the motor is driven by the power battery, and the hydrogen fuel cell stack is not started.

[0086] The circulation pipeline can be opened as follows: The first flow path switching valve, the second flow path switching valve, and the third flow path switching valve are all de-energized, and the fifth circulation pipeline is connected. The coolant flow path is: water tank → circulation pump → drive motor → first radiator → second radiator → evaporator → PTC heater 7 → power battery → water tank.

[0087] When the fifth circulation pipeline is open, the control unit monitors the outlet temperature of the drive motor, which is the temperature of the second temperature sensor. If the temperature of the second temperature sensor is close to or exceeds 70°C, the fan of the first heat sink is started, and the fan speed is adjusted according to the temperature value of the second temperature sensor to ensure that the motor does not overheat.

[0088] The system monitors the outlet temperature of the first radiator, i.e., the fourth temperature sensor, ensuring that the temperature detected by the fourth temperature sensor is ≤60℃. If the fourth temperature sensor detects an excessively high temperature, the cooling capacity of the first radiator is enhanced.

[0089] The system monitors the inlet and outlet temperatures of the second radiator, i.e., the fifth and sixth temperature sensors, ensuring that the temperatures of the fifth and sixth temperature sensors are ≤ 30℃ to meet the battery cooling requirements (ideal battery temperature 25-35℃). During this process, the PTC heater 7 and the compressor are not operating. Correspondingly, the first variable-diameter three-way valve is also closed, and the cooling branch is blocked.

[0090] During the fifth circulation pipeline operation, if the cockpit requires cooling, the first flow path switching valve is opened, the compressor is started simultaneously, and the cooling capacity is precisely controlled based on the temperature of the first temperature sensor T1 (target <20℃). At this time, the coolant first passes through the cockpit heat exchange module, and after completing the cooling of the cockpit, the coolant can further dissipate heat from the power battery.

[0091] During the fifth circulation pipeline operation, if the cockpit needs heating, the first flow path switching valve is opened. At this time, the PTC heater 7 and the compressor are turned off. By adjusting the fan speed of the second heating unit, the outlet temperature of the second heating unit is controlled at 35°C and monitored by the sixth temperature sensor. The regulated coolant can first pass through the cockpit heat exchange module to heat up the cockpit. After the coolant temperature decreases, it can further dissipate heat from the power battery.

[0092] Mode 4, see attached document Figure 4 As shown, the hydrogen fuel cell stack power generation mode (vehicle in motion, hydrogen stack running) is applied in the following scenario: while the vehicle is in motion, the hydrogen fuel cell stack starts generating electricity, and the TEG works synchronously.

[0093] The circulation pipeline can be opened as follows: The first and third flow path switching valves are both de-energized, while the second flow path switching valve is energized, opening the sixth circulation pipeline. The coolant flow path is as follows: water tank → circulation pump → drive motor → hydrogen fuel cell stack purification branch → TEG module hot end → first radiator → second radiator → evaporator → PTC heater 7 → power battery → water tank.

[0094] Synchronously, the coolant flows from the cooling branch → auxiliary evaporator → hot end of the TEG module → first radiator.

[0095] In the sixth circulation pipeline conduction mode, when the hydrogen fuel cell stack is in power generation mode, the hydrogen stack is the main heat source, with an outlet temperature as high as 85℃, which can be obtained through the third temperature sensor. The system prioritizes ensuring that the first radiator operates at a high airflow rate to ensure that its outlet temperature is ≤60℃, which is crucial for the efficient operation of the hydrogen stack. At the same time, the TEG module generates electricity through temperature difference.

[0096] While ensuring heat dissipation of the hydrogen stack, the system control strategy is similar to that of Mode 3 (driving mode), continuing to coordinate temperature control of the drive motor, power battery pack, and cockpit based on temperature data monitored by various temperature sensors. If the cockpit requires cooling, refrigerant is diverted to the auxiliary evaporator to further improve the power generation efficiency of the TEG module.

[0097] The second embodiment of this application discloses a new energy vehicle, including the hydrogen fuel cell vehicle thermal management system disclosed in the above embodiments.

[0098] This system not only inherits the highly integrated, compact, and efficient architecture with intelligent flow path reconfiguration, but also innovatively integrates waste heat power generation functionality. It directly converts the high-grade waste heat generated by the hydrogen fuel cell stack into electrical energy for recycling. Furthermore, it establishes an active coordination and on-demand scheduling mechanism with multiple heat sources / heat sinks, such as the air conditioning / heat pump system, motor waste heat, and battery thermal management. This significantly improves the overall energy utilization efficiency of the entire chain from fuel chemical energy to driving mechanical energy, while ensuring that key components such as the power battery, drive motor, hydrogen fuel cell stack, and passenger compartment are always within the optimal operating temperature window. Ultimately, this enhances the vehicle's range, environmental adaptability, and overall economy.

[0099] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A thermal management system for a hydrogen fuel cell vehicle, characterized in that, include: The main circulation loop includes a main circulation pipeline and a power battery pack, a circulation pump, a drive motor, a hydrogen fuel cell stack, and a cockpit heat exchange module arranged sequentially along the coolant flow direction of the main circulation pipeline. The hydrogen fuel cell stack is connected in parallel in the main circulation pipeline. A flow control valve assembly is installed on the main circulation pipeline to control the flow direction of the coolant; The heat exchange assembly includes a first radiator and an auxiliary radiator disposed on the main circulation loop. The first radiator is disposed downstream of the coolant outlet of the hydrogen fuel cell stack, and the auxiliary radiator is disposed downstream of the coolant outlet of the drive motor. The thermoelectric conversion module has its hot end connected in series in the main circulation pipeline between the coolant outlet of the hydrogen fuel cell stack and the first radiator. The cooling branch has its inlet connected to the main circulation pipe downstream of the coolant outlet of the auxiliary radiator, and its outlet connected to the coolant inlet of the first radiator. The cold end of the thermoelectric conversion module is located on the cooling branch. The control unit, connected to the flow path control valve group, is configured to control the flow path control valve group to allow coolant to flow through the hot end of the thermoelectric conversion module and to direct a portion of the coolant into the cooling branch to flow through the cold end of the thermoelectric conversion module.

2. The thermal management system for hydrogen fuel cell vehicles as described in claim 1, characterized in that: The heat exchange assembly also includes a second radiator and a PTC heater, which are sequentially arranged on the main circulation pipeline between the first radiator and the cockpit heat exchange module.

3. The thermal management system for hydrogen fuel cell vehicles as described in claim 2, characterized in that: The heat exchange assembly also includes a refrigerant circuit, which includes a compressor, a condenser, a throttling device, and a main evaporator connected by a pipeline; the condenser is arranged side by side with the second radiator, and the main evaporator is arranged on the main circulation pipeline, located between the second radiator and the PTC heater; An auxiliary evaporator is also provided on the cooling branch. The refrigerant side of the auxiliary evaporator is connected in parallel with the main evaporator to the refrigerant circuit and is located between the downstream of the throttling device and the upstream of the compressor's suction port.

4. The hydrogen fuel cell vehicle thermal management system as described in claim 3, characterized in that: A refrigerant distribution valve is provided downstream of the throttling device to distribute the refrigerant flowing through the throttling device to the refrigerant side of the main evaporator and the auxiliary evaporator.

5. The thermal management system for hydrogen fuel cell vehicles as described in claim 1, characterized in that: The flow path control valve group includes a first flow path control valve and a second flow path control valve. The cockpit heat exchange module is connected in parallel to the main circulation pipeline. The first flow path control valve is located upstream of the coolant inlet of the cockpit heat exchange module, and the second flow path control valve is located at the connection between the coolant inlet of the hydrogen fuel cell stack and the main circulation pipeline.

6. The thermal management system for hydrogen fuel cell vehicles as described in claim 1, characterized in that: A first reducing three-way valve is also provided at the connection between the inlet of the cooling branch and the main circulation pipeline. The first reducing three-way valve is configured to make the proportion of coolant diverted to the cooling branch less than the proportion diverted to the first radiator.

7. The thermal management system for hydrogen fuel cell vehicles as described in claim 2, characterized in that: It also includes a first bypass, and the flow path control valve group further includes a third flow path switching valve. The inlet of the first bypass is connected to the main circulation pipeline located between the circulating pump and the drive motor through the third flow path switching valve, and the outlet of the first bypass is connected to the main circulation pipeline located between the first radiator and the second radiator.

8. The thermal management system for hydrogen fuel cell vehicles as described in claim 2, characterized in that: It also includes a second bypass, the inlet of which is connected to the outlet of the first radiator through a second variable-diameter three-way valve, and the outlet of the second bypass is connected to the main circulation pipeline between the power battery pack and the drive motor. The second reducing three-way valve is used to divert coolant from the first radiator to the second radiator and the second bypass in a preset ratio; The second variable-diameter three-way valve is configured to allow a greater proportion of coolant to flow into the second bypass than into the second radiator.

9. The thermal management system for hydrogen fuel cell vehicles as described in claim 1, characterized in that: It also includes a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a fifth temperature sensor, and a sixth temperature sensor, which are installed in the main circulation pipeline and electrically connected to the control unit; wherein, the first temperature sensor is located at the coolant inlet of the cockpit heat exchange module, the second temperature sensor is located at the coolant outlet of the auxiliary radiator, the third temperature sensor is located at the hot end inlet of the thermoelectric conversion module, the fourth temperature sensor is located at the coolant outlet of the first radiator, and the fifth and sixth temperature sensors are located at the coolant inlet and coolant outlet of the second radiator, respectively.

10. A new energy vehicle, characterized in that: Including the thermal management system for hydrogen fuel cell vehicles as described in any one of claims 1-9.

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