Vehicle integrated thermal management system, control method and vehicle

Abstract

The application relates to a vehicle integrated thermal management system, a control method and a vehicle, wherein the vehicle integrated thermal management system comprises a refrigerant circulation loop, a first coolant circulation loop, a second coolant circulation loop and a heat exchanger; the refrigerant circulation loop is thermally coupled with a vehicle body air conditioning loop and a power battery cooling loop; the first coolant circulation loop is communicated with an electric drive cooling loop and a fuel cell auxiliary system cooling loop; the second coolant circulation loop is communicated with the fuel cell stack cooling loop; and the heat exchanger is connected between the second coolant circulation loop and a vehicle body heating air loop. In the technical scheme, the fuel cell waste heat is recycled for vehicle body heating, the heating energy consumption is reduced, the integration degree of the whole vehicle thermal management system and the energy utilization efficiency are improved, and the problems of too many parts, large space occupation, high cost and inability of energy intercommunication caused by independent arrangement of various thermal management subsystems in the related art are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, specifically to an integrated vehicle thermal management system, control method, and vehicle. Background Technology

[0002] In existing fuel cell vehicle designs, thermal management systems generally adopt a distributed architecture, in which subsystems such as the vehicle air conditioning circuit, power battery cooling circuit, electric drive cooling circuit, and fuel cell stack cooling circuit operate independently. Each subsystem requires a dedicated circulation pump, heat dissipation module, and piping network, resulting in a significant occupation of vehicle interior space, a complex and difficult-to-compact system layout, and low energy utilization. Summary of the Invention

[0003] This application provides a vehicle integrated thermal management system, control method, and vehicle, which improves system integration, reduces the number of parts, enables cross-system heat recovery and utilization, reduces energy consumption and manufacturing costs, and optimizes vehicle space layout.

[0004] In a first aspect, embodiments of this application provide a vehicle integrated thermal management system, including: The refrigerant circulation loop is thermally coupled to the vehicle's air conditioning circuit and the power battery cooling circuit. The first coolant circulation loop is connected to the electric drive cooling loop and the fuel cell auxiliary system cooling loop; The second coolant circulation loop is connected to the fuel cell stack cooling loop; and... A heat exchanger is connected between the second coolant circulation loop and the vehicle body heating loop.

[0005] In conjunction with the first aspect, in one embodiment, the second coolant circulation loop further includes a temperature regulating element; The heat exchanger is connected to the second coolant circulation loop at a point between the outlet of the fuel cell stack cooling loop and the inlet of the temperature regulator.

[0006] In conjunction with the first aspect, in one embodiment, the vehicle body heating circuit includes a heating water pump, a heating core, and a water heater; The heat exchanger and the water heater are connected in series or in parallel in the vehicle body heating circuit.

[0007] In conjunction with the first aspect, in one embodiment, the vehicle body heating circuit further includes a flow path switching valve assembly, which is provided with a first interface, a second interface, a third interface and a fourth interface; The first interface is connected to the outlet of the warm air pump, the second interface is connected to the first interface of the heat exchanger, the third interface is connected to the second interface of the heat exchanger, and the fourth interface is connected to the inlet of the warm air pump.

[0008] In conjunction with the first aspect, in one embodiment, the first coolant circulation loop includes a first coolant pump and a first heat dissipation assembly. The electric drive cooling circuit and the fuel cell auxiliary system cooling circuit are connected in parallel to the first coolant pump and the first heat dissipation component.

[0009] In conjunction with the first aspect, in one embodiment, the second coolant circulation loop includes a second heat dissipation assembly, the second heat dissipation assembly includes a first heat dissipation module and a second heat dissipation module, the first heat dissipation module is arranged at the front end of the vehicle, and the second heat dissipation module is provided with a cooling fan.

[0010] In conjunction with the first aspect, in one embodiment, the second coolant circulation loop further includes a flow regulating valve, the inlet of which is connected to the outlet of the fuel cell stack cooling loop; The first outlet of the flow regulating valve is connected to the inlet of the first heat dissipation module, and the second outlet of the flow regulating valve is connected to the inlet of the second heat dissipation module.

[0011] In conjunction with the first aspect, in one embodiment, the refrigerant circulation loop includes a compressor, a condenser, a first evaporator, and a second evaporator; The first evaporator is located in the vehicle air conditioning circuit, and the second evaporator is located in the power battery cooling circuit.

[0012] Secondly, embodiments of this application provide a control method for a vehicle integrated thermal management system, the control method comprising: Obtain the first temperature of the second coolant circulation circuit and the second temperature of the vehicle body heating circuit; When the difference between the first temperature and the second temperature is greater than or equal to a preset threshold and the fuel cell system is in operation, the flow path switching valve group is controlled to switch to the heat exchange state, so that the coolant of the vehicle heating circuit flows through the heat exchanger. When the difference between the first temperature and the second temperature is less than the preset threshold, the flow path switching valve group is controlled to switch to the bypass isolation state, so that the coolant of the vehicle body heating circuit bypasses the heat exchanger.

[0013] Thirdly, embodiments of this application provide a vehicle including the aforementioned vehicle integrated thermal management system.

[0014] The beneficial effects of the technical solutions provided in this application include: The vehicle integrated thermal management system adopts a refrigerant circulation loop, a first coolant circulation loop, a second coolant circulation loop, and a heat exchanger. By integrating multiple subsystems through the refrigerant circulation loop and the first coolant circulation loop, the number of components and layout space are reduced, and the system integration is improved. The second coolant circulation loop is connected to the vehicle heating circuit through the heat exchanger, realizing the recovery of waste heat from the fuel cell for vehicle heating, reducing heating energy consumption. This improves the integration and energy utilization efficiency of the vehicle thermal management system and solves the problems of numerous components, large space occupation, high cost, and lack of energy exchange caused by the independent layout of each thermal management subsystem in related technologies. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0016] Figure 1 A schematic diagram of a structural embodiment of the vehicle integrated thermal management system provided in this application; Figure 2 for Figure 1 Schematic diagram of the cooling mode; Figure 3 for Figure 1 A schematic diagram of a waste heat recovery heating system. Figure 4 for Figure 1 A schematic diagram of the structure for utilizing waste heat from a fuel cell stack.

[0017] In the diagram: 1. Refrigerant circulation loop; 11. First evaporator; 12. Second evaporator; 2. Vehicle body heating circuit; 21. Heater water pump; 22. Water heater; 23. Flow path switching valve assembly; 3. Power battery cooling circuit; 4. First coolant circulation loop; 41. First coolant pump; 42. First heat dissipation assembly; 5. Second coolant circulation loop; 51. Temperature regulating component; 52. First heat dissipation module; 53. Second heat dissipation module; 54. Flow regulating valve; 6. Fuel cell stack cooling circuit; 7. Heat exchanger; 8. Vehicle body air conditioning circuit. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0019] To address the aforementioned issues, this application proposes a vehicle integrated thermal management system, control method, and vehicle, which improves system integration, reduces the number of components, enables cross-system heat recovery and utilization, reduces energy consumption and manufacturing costs, and optimizes vehicle spatial layout.

[0020] Please refer to Figure 1 This application proposes a vehicle integrated thermal management system, including a refrigerant circulation loop 1, a first coolant circulation loop 4, a second coolant circulation loop 5, and a heat exchanger 7; the refrigerant circulation loop 1 is thermally coupled to the vehicle air conditioning loop 8 and the power battery cooling loop 3; the first coolant circulation loop 4 is connected to the electric drive cooling loop and the fuel cell auxiliary system cooling loop; the second coolant circulation loop 5 is connected to the fuel cell stack cooling loop 6; and the heat exchanger 7 is connected between the second coolant circulation loop 5 and the vehicle heating loop 2.

[0021] In the technical solution of this application, a vehicle integrated thermal management system is adopted, which includes a refrigerant circulation loop 1, a first coolant circulation loop 4, a second coolant circulation loop 5, and a heat exchanger 7. The refrigerant circulation loop 1 and the first coolant circulation loop 4 realize the integration of multiple subsystems, reducing the number of parts and the layout space, and improving the system integration. The second coolant circulation loop 5 is connected to the vehicle heating circuit 2 through the heat exchanger 7, realizing the recovery of waste heat from the fuel cell for vehicle heating, reducing heating energy consumption, thereby improving the integration and energy utilization efficiency of the vehicle thermal management system. This solves the problems of numerous parts, large space occupation, high cost, and inability to communicate energy caused by the independent layout of each thermal management subsystem in related technologies.

[0022] Refrigerant circulation loop 1 is a closed loop that utilizes refrigerant to circulate between the evaporator and condenser, absorbing and releasing heat through phase change to achieve cooling or heating of a specific area. Its main function is heat transfer.

[0023] The vehicle air conditioning circuit 8 is a system responsible for regulating the temperature and humidity inside the vehicle's passenger compartment. It is typically cooled by the refrigerant circulation circuit 1 or heated by a heater to provide a comfortable driving environment.

[0024] The power battery cooling circuit 3 is a system specifically designed to maintain the vehicle's power battery within its optimal operating temperature range. Since the power battery generates a significant amount of heat during charging and discharging, effective cooling is crucial for the battery's performance, lifespan, and safety.

[0025] An electric drive cooling circuit is a circuit used to cool the vehicle's electric drive system (such as the motor). Electric drive components generate heat during operation, which needs to be cooled to ensure stable operation and efficiency.

[0026] The fuel cell auxiliary system cooling loop is used to cool auxiliary components in the fuel cell system (such as the air compressor and hydrogen circulation pump). These auxiliary components also generate heat during operation and require effective management.

[0027] Fuel cell stack cooling loop 6 is a loop specifically designed to cool the fuel cell stack. The fuel cell stack generates a significant amount of heat during power generation, and its operating temperature directly impacts power generation efficiency and lifespan; therefore, precise temperature control is essential.

[0028] The vehicle body heating circuit 2 is a system that provides heating to the vehicle's passenger compartment. It typically uses waste heat from the engine or an electric heater to heat the coolant, and then transfers the heat to the air through the heater core.

[0029] A heat exchanger 7 connects the second coolant circulation loop 5 and the vehicle heating circuit 2. For example, the heat exchanger 7 can be a plate heat exchanger or a shell-and-tube heat exchanger. When the fuel cell stack is operating, the coolant temperature in the second coolant circulation loop 5 rises. Through this heat exchanger 7, the heat in the second coolant circulation loop 5 can be transferred to the coolant in the vehicle heating circuit 2. After absorbing heat, the coolant in the vehicle heating circuit 2 can be guided to the heating core to provide warm air to the passenger compartment. This design effectively recovers the waste heat generated by the fuel cell stack and uses it for vehicle heating, reducing reliance on additional electric heating or engine waste heat, further improving energy efficiency and reducing system operating costs.

[0030] In some embodiments described above in this application, the use of waste heat from the fuel cell stack for vehicle heating is proposed. However, in existing technologies, the waste heat inlet is typically located on the mixing pipeline after the stack temperature regulation component (such as a thermostat). Because the temperature regulation component adjusts its opening according to the stack temperature requirements, the temperature of the mixed coolant fluctuates drastically with changes in component opening, resulting in unstable heat source temperature supplied to the heating circuit. This not only limits the effective temperature range for waste heat utilization but may also cause inconsistent heating performance in the heating system, severely impacting waste heat utilization efficiency and passenger comfort.

[0031] Please refer to the following for details. Figure 1 andFigure 2 This application further proposes that the second coolant circulation loop 5 also includes a temperature regulating element 51; the heat exchanger 7 and the second coolant circulation loop 5 are connected between the outlet of the fuel cell stack cooling loop 6 and the inlet of the temperature regulating element 51.

[0032] The second coolant circulation loop 5 may include a temperature regulator 51. This temperature regulator 51 regulates the coolant temperature in the second coolant circulation loop 5 to ensure the fuel cell stack operates within a suitable temperature range. Alternatively, the temperature regulator 51 may be a thermostat that automatically adjusts the valve opening by sensing the coolant temperature; or it may be an electrically operated three-way valve whose opening is precisely controlled by a controller according to system requirements. Furthermore, the connection between the heat exchanger 7 and the second coolant circulation loop 5 is defined between the outlet of the fuel cell stack cooling loop 6 and the inlet of the temperature regulator 51. This means that the heat exchanger 7 directly obtains coolant from the outlet of the fuel cell stack cooling loop 6, without the coolant having been mixed or regulated by the temperature regulator 51.

[0033] In this embodiment, the heat exchanger 7 is connected between the outlet of the fuel cell stack cooling circuit 6 and the inlet of the temperature regulator 51. When the fuel cell stack generates heat during operation, high-temperature coolant flows out from the outlet of the fuel cell stack cooling circuit 6. Before entering the temperature regulator 51, some or all of the high-temperature coolant first flows through the heat exchanger 7, transferring its heat to the vehicle heating circuit 2. Since the coolant has not yet mixed with the low-temperature coolant, its temperature directly reflects the actual operating temperature of the fuel cell stack, thus providing a higher and more stable heat source for the vehicle heating circuit 2. After heat exchange in the heat exchanger 7, the coolant merges with other coolants in the fuel cell stack cooling circuit 6 and enters the temperature regulator 51 together. The temperature regulator 51 adjusts the flow direction and flow rate of the coolant according to the temperature requirements of the fuel cell stack, ensuring that the temperature of the coolant returning to the fuel cell stack is within the optimal operating range. This design allows the heat exchanger 7 to efficiently utilize the waste heat of the fuel cell stack without interfering with the fuel cell stack's own temperature management, thereby improving the heating effect of the vehicle heating system and passenger comfort while ensuring the performance of the fuel cell stack.

[0034] In one specific implementation, the temperature regulator 51 in the second coolant circulation loop 5 can be an electronically controlled thermostat. This thermostat, controlled by the vehicle controller, precisely regulates its opening based on temperature sensor signals from the fuel cell stack, thereby adjusting the flow rate and temperature of the coolant flowing through the fuel cell stack. The heat exchanger 7, such as a plate heat exchanger, has its inlet pipe directly connected to the outlet pipe of the fuel cell stack cooling loop 6, while its outlet pipe is connected to the inlet pipe of the electronically controlled thermostat. When the fuel cell stack is operating, the generated high-temperature coolant first enters the plate heat exchanger to exchange heat with the coolant in the vehicle heating loop 2. After the heat exchange, the cooled coolant then enters the electronically controlled thermostat, which further distributes the flow rate and regulates the temperature according to the temperature requirements of the fuel cell stack, ensuring that the inlet temperature of the fuel cell stack is maintained at the set value.

[0035] Understandably, if the vehicle's heating circuit 2 relies solely on waste heat from the fuel cell as a heat source, it will not provide sufficient heat during vehicle cold starts, in extremely cold environments, or when the fuel cell is shut down, resulting in unmet heating needs within the vehicle. Furthermore, if the connection between the heat exchanger 7 and other heating components in the heating circuit is unclear, it will lead to a rigid system layout, making it difficult to adapt to different vehicle layout requirements.

[0036] Please refer to the following for details. Figure 1 and Figure 3 In a further embodiment, the vehicle body heating circuit 2 includes a heater water pump 21, a heater core and a water heater 22; the heat exchanger 7 and the water heater 22 are connected in series or in parallel in the vehicle body heating circuit 2.

[0037] The heat exchanger 7 is a key component connecting the second coolant circulation loop 5 and the vehicle body heating loop 2. Its function is to transfer waste heat from the fuel cell stack cooling loop 6 to the coolant in the vehicle body heating loop 2. This method allows for the recovery and utilization of waste heat generated by the fuel cell system, reducing reliance on additional energy and improving the system's energy efficiency. The heat exchanger 7 and the water heater 22 can be connected in series or in parallel in the vehicle body heating loop 2. When arranged in series, the coolant flows sequentially through the heat exchanger 7 and the water heater 22. This method has the advantage of a relatively simple structure, and when waste heat is sufficient, it can be utilized preferentially, with the water heater 22 supplementing when insufficient. When arranged in parallel, the coolant can be split, with one portion flowing through the heat exchanger 7 and the other through the water heater 22, or selectively flowing through one or both via valve control. This method offers greater flexibility, allowing for more precise adjustment of the heat source and distribution based on actual heating needs and waste heat supply.

[0038] In this application, the heater pump 21 provides circulation power to the vehicle's heating circuit 2, driving the coolant to flow continuously within the circuit. When the coolant flows through the heat exchanger 7, it absorbs waste heat generated by the fuel cell stack from the second coolant circulation circuit 5. Subsequently, the heated coolant flows through the water heater 22 as needed. When the waste heat is insufficient to meet heating requirements, the water heater 22 supplements the coolant with additional heat to ensure it reaches the required temperature. Finally, the high-temperature coolant enters the heater core, transferring heat to the air inside the vehicle, thus achieving interior heating. The heat exchanger 7 and the water heater 22 can be connected in series or in parallel in the vehicle's heating circuit 2. In a series arrangement, the coolant passes through the heat exchanger 7 and the water heater 22 sequentially, allowing waste heat to be utilized preferentially, with the water heater 22 supplementing any shortfall. In a parallel arrangement, the coolant can selectively flow through the heat exchanger 7 or the water heater 22, or both, according to a control strategy, thereby achieving more precise heat regulation. This configuration allows the system to fully utilize the waste heat from the fuel cell, reducing energy consumption, while ensuring sufficient heating capacity under any operating conditions through the water heater 22. By integrating these components into the vehicle's heating circuit 2 and connecting them to the heat exchanger 7 of the second coolant circulation circuit 5, this solution provides a flexible and reliable in-vehicle heating solution while recovering waste heat from the fuel cell. This effectively improves the integration of the entire integrated thermal management system and helps reduce system costs and space requirements.

[0039] In traditional vehicle thermal management systems, if there is no effective physical disconnection mechanism between the waste heat circuit and the heating circuit, heat will still be conducted between the two circuits through the heat exchanger 7 when waste heat is not needed (such as in summer or when the fuel cell temperature is lower than the required heating temperature). This can cause heat to flow backward from the high-temperature side to the low-temperature side, resulting in unnecessary heat loss, or cause the heating circuit temperature to be affected by the fuel cell temperature and become uncontrollable, increasing the energy consumption burden of the heating system.

[0040] Therefore, in a further embodiment, the vehicle body heating circuit 2 further includes a flow path switching valve group 23, which is provided with a first interface, a second interface, a third interface and a fourth interface; the first interface is connected to the outlet of the heater water pump 21, the second interface is connected to the first interface of the heat exchanger 7, the third interface is connected to the second interface of the heat exchanger 7, and the fourth interface is connected to the inlet of the heater water pump 21.

[0041] The flow path switching valve group 23 can be implemented in various forms. For example, it can be composed of multiple electromagnetic three-way valves or four-way valves, and the flow path can be changed by controlling the opening and closing state of these valves; or, an integrated multi-way valve can be used, which integrates the functions of multiple valves into one valve body, and drives the valve core to rotate or translate through a single actuator (such as a motor or electromagnet), thereby establishing or cutting off fluid passages between different interfaces.

[0042] The first interface is connected to the outlet of the heater pump 21 to ensure that the coolant output by the heater pump 21 can smoothly enter the flow path switching valve assembly 23. The second interface is connected to the first interface of the heat exchanger 7, and the third interface is connected to the second interface of the heat exchanger 7. These two connections allow the flow path switching valve assembly 23 to control whether the coolant flows through the heat exchanger 7. When the valve assembly is switched to the heat exchange state, the coolant enters the heat exchanger 7 through the second interface, completes the heat exchange, and flows out from the third interface. The fourth interface is connected to the inlet of the heater pump 21. This connection ensures that the coolant can return to the heater pump 21 after completing the circulation, forming a closed loop. Regardless of whether the coolant passes through the heat exchanger 7, the entire heater circuit can remain unobstructed, ensuring stable operation under different flow path conditions.

[0043] The solution in this application constructs a flexible coolant flow path by adding a flow path switching valve assembly 23 to the vehicle body heating circuit 2. The first interface of this assembly is connected to the outlet of the heater pump 21, the second interface to the first interface of the heat exchanger 7, the third interface to the second interface of the heat exchanger 7, and the fourth interface to the inlet of the heater pump 21. When it is necessary to utilize the waste heat from the fuel cell for vehicle heating, the flow path switching valve assembly 23 can switch to heat exchange mode, allowing the coolant output from the heater pump 21 to flow through the heat exchanger 7 and exchange heat with the fuel cell stack cooling circuit 6, thereby transferring the waste heat to the vehicle body heating circuit 2. When it is not necessary to utilize waste heat, such as in summer or when the fuel cell stack temperature is low, the flow path switching valve assembly 23 can switch to bypass isolation mode, allowing the coolant output from the heater pump 21 to directly return to the inlet of the heater pump 21 through the bypass channel inside the valve assembly, thus bypassing the heat exchanger 7. This design allows the vehicle's heating circuit 2 to selectively connect to or isolate the heat exchanger 7 according to actual needs, effectively preventing the backflow of heat from the high-temperature side to the low-temperature side when waste heat is not needed, thus preventing unnecessary heat loss. Simultaneously, it ensures that the temperature control of the vehicle's heating circuit 2 is not affected by the fuel cell stack temperature, improving the independence and energy efficiency of the heating system. The introduction of this flow path switching valve group 23 makes the entire vehicle integrated thermal management system more intelligent and precise in heat distribution, optimizing energy utilization efficiency and enhancing driving comfort.

[0044] In one specific embodiment, the flow path switching valve assembly 23 can be an integrated four-way rotary valve. The valve body of this four-way rotary valve has a rotating valve core, which is driven to rotate to different positions by an external actuator (e.g., a stepper motor) to change the internal flow path connectivity. For example, when the valve core rotates to the first position, the first port of the valve assembly is connected to the second port, and simultaneously the third port is connected to the fourth port; at this time, the coolant flows through the heat exchanger 7. When the valve core rotates to the second position, the first port of the valve assembly is directly connected to the fourth port, while the second and third ports are blocked; at this time, the coolant bypasses the heat exchanger 7. The first port is connected to the outlet of the heater pump 21 via a pipeline, the second and third ports are connected to the inlet and outlet of the heat exchanger 7 via pipelines respectively, and the fourth port is connected to the inlet of the heater pump 21 via a pipeline. This configuration allows the coolant, driven by the heater pump 21, to selectively flow through the heat exchanger 7 or directly return to the pump depending on the switching state of the valve assembly, thereby achieving precise control over whether the heat exchanger 7 is connected or not.

[0045] Electric drive systems and fuel cell auxiliary systems typically operate within similar temperature ranges, but current technologies often equip them with independent cooling pumps and radiators. This configuration results in redundant components on the low-temperature side, complex piping, and an inability to leverage the differences in their operating times to optimize system energy consumption.

[0046] In this regard, this application further proposes that the first coolant circulation loop 4 includes a first coolant pump 41 and a first heat dissipation component 42; the electric drive cooling loop and the fuel cell auxiliary system cooling loop are connected in parallel to the first coolant pump 41 and the first heat dissipation component 42.

[0047] The first heat dissipation component 42 is used to dissipate heat from the coolant into the environment. It can be an air-cooled radiator, such as a plate-fin radiator located at the front of the vehicle, or a liquid-cooled radiator. Its function is to reduce the temperature of the coolant and ensure the normal operation of the cooled components. The electric drive cooling circuit is a cooling channel specifically used to cool the vehicle's electric drive system (such as the motor, inverter, and reducer). It typically includes coolant flow channels and interfaces for heat exchange with the electric drive components to maintain the electric drive system operating within its optimal temperature range. The fuel cell auxiliary system cooling circuit is a cooling channel used to cool auxiliary components in the fuel cell system (such as the air compressor, hydrogen circulation pump, and humidifier). It typically includes coolant flow channels and interfaces for heat exchange with the auxiliary components to ensure the overall efficiency and reliability of the fuel cell system. Parallel connection means that the electric drive cooling circuit and the fuel cell auxiliary system cooling circuit share the outlet of the first coolant pump 41 and the inlet of the first heat dissipation component 42 in the fluid path, so that the coolant can flow through the two circuits at the same time. This connection method can be achieved by split pipes and merging pipes, and allows the flow rate and pressure drop of each circuit to be relatively independent.

[0048] The solution in this application achieves integrated management of the cooling needs of two cryogenic sides by connecting the electric drive cooling circuit and the fuel cell auxiliary system cooling circuit in parallel to the first coolant pump 41 and the first heat dissipation component 42. Specifically, the first coolant pump 41 serves as the power source for the entire first coolant circulation circuit 4, pumping out coolant. The pumped coolant is then split, with one part entering the electric drive cooling circuit to effectively cool the electric drive system and absorb the heat generated during its operation; the other part enters the fuel cell auxiliary system cooling circuit to cool the auxiliary components of the fuel cell and absorb the heat generated during its operation. After heat exchange in their respective circuits, the coolant converges and flows into the shared first heat dissipation component 42. The first heat dissipation component 42 is responsible for dissipating the heat carried by the coolant to the external environment, thereby reducing the temperature of the coolant. The cooled coolant is then re-drawn into the first coolant pump 41, completing the entire cycle. This structural design allows the electric drive system and the fuel cell auxiliary system to share cooling power and heat dissipation capacity, avoiding the redundancy and complexity of configuring separate cooling pumps and radiators for each system, while ensuring that the cooling needs of each circuit are met and that there is minimal interference between them.

[0049] High-power fuel cell stacks generate enormous amounts of heat under high-load conditions, and a single heat dissipation module may not be able to meet the cooling requirements. At the same time, existing radiator layouts often do not fully consider the wind effect when the vehicle is in motion, resulting in over-reliance on electric fans for cooling, which increases system power consumption and noise.

[0050] Please refer to the following for details. Figure 1 and Figure 4In order to solve the above problems, this application proposes a second coolant circulation loop 5 including a second heat dissipation component. The second heat dissipation component includes a first heat dissipation module 52 and a second heat dissipation module 53. The first heat dissipation module 52 is arranged at the front end of the vehicle, and the second heat dissipation module 53 is provided with a cooling fan.

[0051] The second heat dissipation component is a device used to dissipate heat from the second coolant circulation loop 5 into the environment. This component is designed to provide sufficient heat dissipation capacity to handle the enormous heat generated by the fuel cell stack under high-load conditions. It can be composed of various types of heat exchangers 7, such as finned tube radiators or plate-fin radiators, to achieve efficient heat transfer. The first heat dissipation module 52 is part of the second heat dissipation component, and its main function is to utilize natural wind for cooling during vehicle operation. This module can be a large radiator with sufficient frontal area, such as a single-row or double-row tube-fin radiator, and its design should optimize airflow efficiency to maximize the utilization of the frontal airflow during vehicle operation. The second heat dissipation module 53 is another part of the second heat dissipation component, and its main function is to cool through forced convection when natural wind is insufficient or heat dissipation demand is high. This module can be a compact radiator with high heat dissipation efficiency, such as a multi-row tube-fin radiator or a compact plate-fin radiator.

[0052] The vehicle integrated thermal management system of this application has a second coolant circulation loop 5 connected to a fuel cell stack cooling loop 6, responsible for dissipating the heat generated by the fuel cell stack. To effectively manage the enormous heat generated by the fuel cell stack under high-load conditions and optimize the energy consumption and noise of the cooling system, the second coolant circulation loop 5 is further configured with a second heat dissipation component. This second heat dissipation component is not a single radiator, but consists of a first heat dissipation module 52 and a second heat dissipation module 53. The first heat dissipation module 52 is strategically positioned at the front of the vehicle, allowing it to fully utilize the airflow generated during vehicle operation for natural cooling. This arrangement enables the first heat dissipation module 52 to serve as the primary heat dissipation pathway when the vehicle is traveling at high speeds, efficiently dissipating heat through passive convection, thereby reducing or even eliminating the need to activate the cooling fan, effectively lowering the system's energy consumption and operating noise. Meanwhile, the second heat dissipation module 53 is equipped with an independent cooling fan. When the vehicle is at low speeds, idling, or under high load conditions, and the airflow is insufficient to meet the cooling requirements, the cooling fan can be activated, forcing airflow through the second heat dissipation module 53 to provide additional and enhanced cooling capacity. This dual-module, differentiated heat dissipation strategy allows the system to flexibly switch between natural cooling and forced cooling based on vehicle operating conditions and heat dissipation requirements. This maximizes the energy economy of the heat dissipation system while ensuring the safe operating temperature of the fuel cell stack across all operating conditions. In this way, this application not only improves the overall heat dissipation capacity, effectively solving the heat dissipation challenges of high-power fuel cell stacks, but also reduces system power consumption and noise by decreasing excessive reliance on electric fans, overcoming the problems of insufficient capacity of a single heat dissipation module and high fan energy consumption in existing technologies.

[0053] In some embodiments of this application, a second heat dissipation component is proposed for heat dissipation of the fuel cell stack. The second heat dissipation component includes a first heat dissipation module 52 and a second heat dissipation module 53. The first heat dissipation module 52 is arranged at the front end of the vehicle. However, in its implementation, the heat generated by the fuel cell stack varies under different operating conditions. It is not possible to flexibly adjust the heat dissipation module through which the coolant flows according to the actual heat dissipation requirements. This can easily lead to insufficient heat dissipation that fails to meet the operating requirements of the fuel cell stack, or excessive heat dissipation that causes unnecessary energy waste. It is also impossible to fully utilize the different heat dissipation capabilities of the two heat dissipation modules to adapt to different working scenarios.

[0054] Therefore, in the technical solution of this application, the second coolant circulation loop 5 also includes a flow regulating valve 54, the inlet of which is connected to the outlet of the fuel cell stack cooling loop 6; the first outlet of the flow regulating valve 54 is connected to the inlet of the first heat dissipation module 52, and the second outlet of the flow regulating valve 54 is connected to the inlet of the second heat dissipation module 53.

[0055] By adding a flow regulating valve 54 to the second coolant circulation loop 5 and connecting its inlet directly to the outlet of the fuel cell stack cooling loop 6, the high-temperature coolant flowing from the fuel cell stack can be directly received. This flow regulating valve 54 has a first outlet and a second outlet, which are respectively connected to the inlets of the first heat dissipation module 52 and the second heat dissipation module 53 in the second heat dissipation assembly. When the fuel cell stack is operating, the heat it generates is carried away by the coolant, forming a high-temperature coolant. This high-temperature coolant then enters the flow regulating valve 54. The flow regulating valve 54 dynamically adjusts the opening of its internal valve core according to system control strategies, such as parameters based on the fuel cell stack temperature, power output, or ambient temperature, thereby precisely controlling the ratio of coolant flow to the first heat dissipation module 52 and the second heat dissipation module 53. For example, when the heat dissipation demand of the fuel cell stack is low, the flow regulating valve 54 can primarily direct the coolant to the first heat dissipation module 52. Since the first heat dissipation module 52 is typically located at the front of the vehicle, it can utilize the driving wind for natural cooling, eliminating the need to start additional fans or pumps, thus reducing energy consumption. When the heat dissipation demand of the fuel cell stack is high, the flow regulating valve 54 can increase the flow of coolant to the second heat dissipation module 53, or even distribute the coolant to both heat dissipation modules simultaneously, to fully utilize the overall heat dissipation capacity of the second heat dissipation component and ensure that the fuel cell stack can maintain the optimal operating temperature under various operating conditions. This design allows the second coolant circulation loop 5 to flexibly adjust the heat dissipation strategy according to the actual operating state of the fuel cell stack, avoiding the problems of insufficient or excessive heat dissipation.

[0056] Understandably, setting up separate refrigerant circuits for the vehicle air conditioning and power battery cooling would result in redundant system components, large overall space requirements, low integration, and high system costs, making it impossible to meet the heat dissipation needs of both the vehicle air conditioning and power battery cooling. Therefore, further improvements are needed to the specific structure of refrigerant circulation circuit 1.

[0057] In this regard, this application proposes a refrigerant circulation loop 1 including a compressor, a condenser, a first evaporator 11, and a second evaporator 12; the first evaporator 11 is disposed in the vehicle air conditioning loop 8, and the second evaporator 12 is disposed in the power battery cooling loop 3.

[0058] This application thermally couples the refrigerant circulation loop 1 with the vehicle air conditioning loop 8 and the power battery cooling loop 3. Based on this, the refrigerant circulation loop 1 is designed as a single system comprising a compressor, a condenser, a first evaporator 11, and a second evaporator 12. The compressor, serving as the power source for the entire refrigerant circulation, compresses the low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous state. Subsequently, the high-temperature, high-pressure refrigerant enters the condenser, where it releases heat and condenses into a high-pressure liquid state. The high-pressure liquid refrigerant is then distributed to the first evaporator 11 and the second evaporator 12. The first evaporator 11 is strategically located within the vehicle air conditioning loop 8. When the vehicle air conditioning requires cooling, the refrigerant evaporates and absorbs heat in the first evaporator 11, thereby removing heat from the vehicle air conditioning loop 8 and cooling the passenger compartment.

[0059] Meanwhile, the second evaporator 12 is located in the power battery cooling circuit 3. When the power battery needs cooling, the refrigerant evaporates and absorbs heat in the second evaporator 12, thereby removing heat from the power battery cooling circuit 3 and ensuring that the power battery operates within a suitable temperature range. In this way, a unified refrigerant circulation circuit 1 can simultaneously meet the cooling needs of the vehicle's air conditioning and the cooling needs of the power battery, avoiding the component redundancy and space occupation problems caused by setting up separate refrigerant systems for these two functions. The compressor and condenser, as common components, provide the drive for the refrigerant circulation and heat dissipation for the two independent evaporators, greatly improving the system integration and reducing the overall system complexity and cost. This design enables the refrigerant circulation circuit 1 to efficiently distribute and transfer heat between two different thermal management needs, thereby optimizing the overall vehicle thermal management architecture while ensuring the performance of each subsystem.

[0060] Based on the aforementioned vehicle integrated thermal management system, this application also proposes a control method for the vehicle integrated thermal management system, including: Obtain the first temperature of the second coolant circulation circuit 5 and the second temperature of the vehicle body heating circuit 2; When the difference between the first temperature and the second temperature is greater than or equal to a preset threshold and the fuel cell system is in operation, the flow path switching valve group 23 is controlled to switch to the heat exchange state, so that the coolant of the vehicle body heating circuit 2 flows through the heat exchanger 7. When the difference between the first temperature and the second temperature is less than the preset threshold, the flow path switching valve group 23 is controlled to switch to the bypass isolation state, so that the coolant of the vehicle body heating circuit 2 bypasses the heat exchanger 7.

[0061] This control method first requires acquiring the first temperature of the second coolant circulation loop 5 and the second temperature of the vehicle heating loop 2. This step aims to monitor the temperature status of the two key thermal management loops in real time, providing an accurate data basis for subsequent control decisions. The first temperature refers to the temperature of the coolant in the second coolant circulation loop 5, typically measured near the outlet of the fuel cell stack cooling loop 6 or the inlet of the heat exchanger 7, reflecting the heat generated by the fuel cell system. The second temperature refers to the temperature of the coolant in the vehicle heating loop 2, typically measured near the inlet of the heater core or the outlet of the heat exchanger 7, reflecting the heating demand of the vehicle's heating system. This can be achieved by installing temperature sensors at key locations in the second coolant circulation loop 5 and the vehicle heating loop 2. These sensors transmit the real-time temperature signals to the vehicle's central controller or thermal management controller. Alternatively, it can utilize existing temperature data in the existing vehicle bus system, acquiring the temperature information of the corresponding loops through a data interface.

[0062] Next, the method determines whether the difference between the first and second temperatures is greater than or equal to a preset threshold, and whether the fuel cell system is in operation. This step is the key judgment and control logic for realizing the recovery and utilization of fuel cell waste heat. The preset threshold is an empirical value or a temperature difference determined through calibration, used to determine whether the second coolant circulation loop 5 has enough heat to effectively transfer to the vehicle body heating loop 2. The fuel cell system being in operation means that the fuel cell stack is generating electricity and producing waste heat. When both conditions are met simultaneously, it indicates that there is usable waste heat and heat exchange conditions are available. At this time, the flow path switching valve group 23 is controlled to switch to heat exchange state, so that the coolant in the vehicle body heating loop 2 no longer bypasses, but flows through the heat exchanger 7, thereby absorbing heat from the second coolant circulation loop 5 to provide warm air for the vehicle body. The preset threshold can be set according to the vehicle design goals, the performance of the heat exchanger 7, and user comfort requirements, for example, set to 5°C, 10°C, or higher. The operating status of the fuel cell system can be determined by monitoring parameters such as the output power, current, or voltage of the fuel cell stack. The flow path switching valve assembly 23 can be a multi-way valve, such as a three-way or four-way valve, to change its internal flow path, thereby achieving flow path switching. The heat exchange state means that the valve assembly directs the coolant from the vehicle's heating circuit 2 to the heat exchanger 7.

[0063] Finally, when the difference between the first temperature and the second temperature is less than the preset threshold, the method controls the flow path switching valve group 23 to switch to the bypass isolation state, allowing the coolant in the vehicle body heating circuit 2 to bypass the heat exchanger 7. This step aims to optimize the working efficiency of the vehicle body heating circuit 2 and avoid introducing unnecessary flow resistance and heat loss when effective heat exchange conditions are not available. When the temperature difference between the second coolant circulation circuit 5 and the vehicle body heating circuit 2 is insufficient for effective heat transfer (i.e., less than the preset threshold), or when the fuel cell system is not running and does not generate waste heat, continuing to allow the coolant to flow through the heat exchanger 7 will lead to low efficiency, and may even result in reverse heat transfer, affecting the heating effect. Therefore, at this time, the flow path switching valve group 23 is controlled to switch to the bypass isolation state, allowing the coolant in the vehicle body heating circuit 2 to bypass the heat exchanger 7 and flow directly back to the heater pump 21 through the bypass, thereby reducing flow resistance and ensuring the normal operation and heating efficiency of the heating circuit. The bypass isolation state can be achieved by directing the coolant from the vehicle heating circuit 2 to a bypass line via the flow path switching valve assembly 23, which is connected in parallel with the heat exchanger 7. When the valve assembly switches to the bypass isolation state, the heat exchanger 7 is isolated from the vehicle heating circuit 2, and coolant no longer flows through the heat exchanger 7. This switching can be achieved by driving the valve core to rotate or move via an electric actuator, ensuring the accuracy and reliability of the flow path switching.

[0064] Through the above technical solution, this application effectively solves the problem of traditional thermal management systems struggling to balance waste heat recovery and heating efficiency. This control method intelligently determines whether heat exchange should occur based on the real-time temperature difference between the second coolant circulation loop 5 and the vehicle heating loop 2, as well as the operating status of the fuel cell system. When the fuel cell system generates sufficient waste heat and the temperature difference meets the heat exchange conditions, the system can promptly switch the vehicle heating loop 2 to heat exchange mode, fully recovering and utilizing the fuel cell's waste heat to heat the vehicle body, thereby reducing the demand for additional heating energy and improving the overall vehicle energy efficiency. Conversely, when effective heat exchange conditions are not met, the system can quickly switch the vehicle heating loop 2 to bypass isolation mode, allowing the coolant to bypass the heat exchanger 7. This avoids the additional flow resistance and potential reverse heat transfer generated by the heat exchanger 7 during ineffective heat exchange, ensuring the heating efficiency of the vehicle heating loop 2 and the comfort of the occupants. This dynamic and intelligent control strategy enables the vehicle integrated thermal management system to achieve optimal heat management under different operating conditions, balancing energy conservation and environmental protection with occupant comfort.

[0065] This application also proposes a vehicle including a vehicle integrated thermal management system. The specific structure of the vehicle integrated thermal management system is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0066] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0067] It should be noted that in this application, relational terms such as "first" and "second" are used merely 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.

[0068] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement 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 claimed herein.

Claims

1. A vehicle integrated thermal management system, characterized in that, include: The refrigerant circulation loop is thermally coupled to the vehicle's air conditioning circuit and the power battery cooling circuit. The first coolant circulation loop is connected to the electric drive cooling loop and the fuel cell auxiliary system cooling loop; The second coolant circulation loop is connected to the fuel cell stack cooling loop; and... A heat exchanger is connected between the second coolant circulation loop and the vehicle body heating loop.

2. The vehicle integrated thermal management system according to claim 1, characterized in that, The second coolant circulation loop also includes a temperature regulating component; The heat exchanger is connected to the second coolant circulation loop at a point between the outlet of the fuel cell stack cooling loop and the inlet of the temperature regulator.

3. The vehicle integrated thermal management system according to claim 1, characterized in that, The vehicle body heating circuit includes a heating water pump, a heating core, and a water heater; The heat exchanger and the water heater are connected in series or in parallel in the vehicle body heating circuit.

4. The vehicle integrated thermal management system according to claim 3, characterized in that, The vehicle body heating circuit also includes a flow path switching valve assembly, which is provided with a first interface, a second interface, a third interface and a fourth interface; The first interface is connected to the outlet of the warm air pump, the second interface is connected to the first interface of the heat exchanger, the third interface is connected to the second interface of the heat exchanger, and the fourth interface is connected to the inlet of the warm air pump.

5. The vehicle integrated thermal management system according to claim 1, characterized in that, The first coolant circulation loop includes a first coolant pump and a first heat dissipation component; The electric drive cooling circuit and the fuel cell auxiliary system cooling circuit are connected in parallel to the first coolant pump and the first heat dissipation component.

6. The vehicle integrated thermal management system according to claim 1, characterized in that, The second coolant circulation loop includes a second heat dissipation assembly, which includes a first heat dissipation module and a second heat dissipation module. The first heat dissipation module is arranged at the front end of the vehicle, and the second heat dissipation module is equipped with a cooling fan.

7. The vehicle integrated thermal management system according to claim 6, characterized in that, The second coolant circulation loop also includes a flow regulating valve, the inlet of which is connected to the outlet of the fuel cell stack cooling loop; The first outlet of the flow regulating valve is connected to the inlet of the first heat dissipation module, and the second outlet of the flow regulating valve is connected to the inlet of the second heat dissipation module.

8. The vehicle integrated thermal management system according to claim 1, characterized in that, The refrigerant circulation loop includes a compressor, a condenser, a first evaporator, and a second evaporator; The first evaporator is located in the vehicle air conditioning circuit, and the second evaporator is located in the power battery cooling circuit.

9. A control method for a vehicle integrated thermal management system, applied to the vehicle integrated thermal management system as described in claim 4, characterized in that, The control method includes: Obtain the first temperature of the second coolant circulation circuit and the second temperature of the vehicle body heating circuit; When the difference between the first temperature and the second temperature is greater than or equal to a preset threshold and the fuel cell system is in operation, the flow path switching valve group is controlled to switch to the heat exchange state, so that the coolant of the vehicle heating circuit flows through the heat exchanger. When the difference between the first temperature and the second temperature is less than the preset threshold, the flow path switching valve group is controlled to switch to the bypass isolation state, so that the coolant of the vehicle body heating circuit bypasses the heat exchanger.

10. A vehicle, characterized in that, Includes the vehicle integrated thermal management system as described in any one of claims 1 to 8.

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