Power battery heating system applied to fuel cell electric vehicle

Abstract

The utility model discloses a power battery heating system applied to a fuel cell electric automobile. The system comprises an electric pile cooling liquid outlet temperature transmitter used for converting the obtained temperature of the electric pile cooling liquid at the electric pile outlet position into a first electric signal; the power battery temperature transmitter is used for converting the obtained temperature of the power battery into a second electric signal; the flow control valve is used for controlling the flow of the electric pile cooling liquid flowing through the first pipeline and the second pipeline of the power battery heating system; and the controller is electrically connected to the electric pile cooling liquid outlet temperature transmitter, the power battery temperature transmitter and the flow control valve. According to the utility model, the flow control valves are used for controlling the flow of the electric pile cooling liquid in the first pipeline and the second pipeline, and heating and heat preservation are carried out on the power battery, so that the power battery is controlled to be always in a proper temperature range, and further the power battery is in a better running state.

Description

Technical Field

[0001] The utility model relates to the field of new energy vehicles, and in particular to a power battery heating system applied to fuel cell electric vehicles. Background Art

[0002] Fuel cell electric vehicles have become another important development direction for electric vehicles in the future due to their advantages of zero emission, high efficiency, and fast hydrogen refueling. Fuel cell electric vehicles are driven by fuel cell engines to provide the main power and power batteries to provide auxiliary power. The main function of the power battery is to output electricity to provide auxiliary power when the vehicle has high power output or the fuel cell engine has low efficiency. In addition, before the fuel cell engine is started, the power battery provides high voltage electricity for the operation of the air compressor of the fuel cell engine. After the air compressor is started, compressed air is provided to enter the cathode of the fuel cell stack. At the same time, the valve of the hydrogen storage bottle is opened, and the high-pressure hydrogen is reduced by the pressure reducing valve and enters the anode of the fuel cell stack. The hydrogen and oxygen in the air react chemically under the action of the fuel cell membrane electrode catalyst to generate electricity. Therefore, fuel cell electric vehicles are new energy vehicles with hydrogen fuel cells as the main power source and power batteries as the auxiliary power source.

[0003] At present, the power batteries used in fuel cell electric vehicles or electric vehicles mainly include lead-acid batteries, lithium batteries, nickel-chromium batteries, and nickel-metal hydride batteries, all of which are electrolyte metal ion batteries with an optimal operating temperature of about 20°C to 30°C. When the temperature is below 5°C, the electrolyte of the battery will become viscous, resulting in an increase in the internal resistance of the metal ion battery and a decrease in activity. At the same time, the polarization of the negative electrode material at low temperatures causes metal ion deposition and plating, which reduces the available effective capacity of the metal ion battery, ultimately resulting in a reduction in the pure electric driving range of fuel cell electric vehicles. Similarly, metal ion batteries will also charge more slowly in low temperature environments. At present, the range of most pure electric vehicles in winter is reduced by between 30% and 50%. Especially under low temperature conditions in winter, the effective capacity of the power battery of fuel cell electric vehicles is severely reduced, and the pure electric range is severely reduced, requiring heating and insulation treatment.

[0004] The existing technical solutions mainly use heating wires or thermistor elements, PTC heaters or battery preheating technology to heat and keep the power battery warm. The existing technical solutions use heating wires or thermistor elements for heating and insulation, but because lithium-ion electrolytes involve hydrogen, the safety is low. The existing technical solutions also use PTC heaters for heating and insulation, but the cost is too high. The existing technical solutions also use battery preheating technology, which uses software control strategies to quickly raise the temperature of the power battery to the optimal temperature, and requires cumbersome and detailed temperature calibration. The above three existing technical solutions all use the power battery's own electric energy for heating and insulation, resulting in the consumption of additional electric energy.

[0005] How to properly keep the power battery in an appropriate temperature range has become an issue that the industry urgently needs to solve. Utility Model Content

[0006] The utility model provides a power battery heating system applied to a fuel cell electric vehicle, which is used for keeping the power battery running within a suitable temperature range in a cold operating environment.

[0007] In order to solve the above technical problems, the technical solution provided by the utility model is:

[0008] According to a first aspect of the utility model, there is provided a power battery heating system for a fuel cell electric vehicle, comprising:

[0009] Stack coolant outlet temperature transmitter, power battery temperature transmitter, flow control valve and controller, among which:

[0010] The stack coolant outlet temperature transmitter is used to convert the acquired temperature of the stack coolant at the stack outlet into a first electrical signal;

[0011] The power battery temperature transmitter is used to convert the acquired power battery temperature into a second electrical signal;

[0012] The inlet of the flow control valve is connected to the water-heating circuit node of the water-heating circuit of the fuel cell stack at the fuel cell stack outlet through the first pipeline of the power battery heating system, and the outlet of the flow control valve is connected to the second pipeline of the power battery heating system, and the second pipeline is connected to the water-heating circuit node of the water-heating circuit of the fuel cell stack at the fuel cell stack inlet through the power battery;

[0013] The controller is electrically connected to the stack coolant outlet temperature transmitter, the power battery temperature transmitter and the flow control valve. The controller is used to obtain the first electrical signal and the second electrical signal of the stack coolant outlet temperature transmitter and the power battery temperature transmitter, and generate a third signal according to the first electrical signal and the second electrical signal and send the third signal to the flow control valve. The third signal is used to control the opening of the flow control valve to control the stack coolant flow in the first pipeline and the second pipeline of the power battery heating system.

[0014] In combination with the first aspect, in some possible implementations,

[0015] The controller is integrated into the whole vehicle controller of the fuel cell electric vehicle.

[0016] In combination with the first aspect and the above implementations, in some possible implementations,

[0017] When the temperature represented by the first electrical signal is higher than the normal temperature of the battery stack and the temperature represented by the second electrical signal is lower than the normal temperature of the power battery, the controller is used to generate a third signal of the first type, and the third signal of the first type is used to control the flow control valve to switch from an off state to an open state.

[0018] In combination with the first aspect and the above implementations, in some possible implementations,

[0019] When the temperature represented by the second electrical signal is equal to or higher than the normal temperature of the power battery, the controller is used to generate a third signal of a second type, and the third signal of the second type is used to control the flow control valve to reduce its opening.

[0020] In combination with the first aspect and the above implementations, in some possible implementations,

[0021] When the temperature represented by the second electrical signal is again lower than the normal temperature of the power battery, the controller is used to generate a third signal of a third type, and the third signal of the third type is used to control the flow control valve to increase its opening.

[0022] According to a second aspect of the utility model, a fuel cell electric vehicle is provided, comprising: a fuel cell engine and the above-mentioned power battery heating system.

[0023] In combination with the second aspect and the above implementations, in some possible implementations,

[0024] The fuel cell engine includes a fuel cell stack and a fuel cell stack hydrothermal circuit for performing hydrothermal control on the fuel cell stack. The fuel cell stack hydrothermal circuit sequentially connects the fuel cell stack outlet, the inlet of a three-way valve, the first outlet of the three-way valve, a water pump and the inlet of the fuel cell stack. The fuel cell stack coolant outlet temperature transmitter is provided on the fuel cell stack hydrothermal circuit between the fuel cell stack outlet and the inlet of the three-way valve.

[0025] In combination with the second aspect and the above implementations, in some possible implementations,

[0026] The stack water heating circuit between the water pump and the inlet of the stack is connected to the second pipeline of the power battery heating system.

[0027] In combination with the second aspect and the above implementations, in some possible implementations,

[0028] The second outlet of the three-way valve is connected to a stack coolant flow meter, a radiator and the first outlet of the three-way valve in sequence, and the stack coolant flow meter and the radiator are connected to a first pipeline of the power battery heating system.

[0029] Based on the above technical solutions, the technical effects that can be achieved by the utility model are analyzed as follows: the utility model provides a stack coolant outlet temperature transmitter, a power battery temperature transmitter, a flow control valve and a controller, wherein the stack coolant outlet temperature transmitter is used to convert the acquired temperature of the stack coolant at the stack outlet position into a first electrical signal; the power battery temperature transmitter is used to convert the acquired temperature of the power battery into a second electrical signal; the inlet of the flow control valve is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack outlet position through the first pipeline of the power battery heating system, and the outlet of the flow control valve is connected to the power battery The second pipeline of the heating system, the second pipeline is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack inlet through the power battery; the controller is electrically connected to the stack coolant outlet temperature transmitter, the power battery temperature transmitter and the flow control valve, the controller is used to obtain the first electrical signal and the second electrical signal of the stack coolant outlet temperature transmitter and the power battery temperature transmitter, and generate a third signal according to the first electrical signal and the second electrical signal, and the third signal is used to control the opening of the flow control valve to control the stack coolant flow in the first pipeline and the second pipeline of the power battery heating system. The utility model heats and keeps the power battery warm by utilizing the heat generated by the fuel cell engine itself during operation without consuming the power battery's electrical energy. The power battery heating system constructed by the utility model adjusts the opening of the flow control valve according to the temperature to control the stack coolant flow in the first pipeline and the second pipeline of the power battery heating system, so as to control the power battery to always be within a suitable temperature range, thereby allowing the power battery to be in a better operating state.

[0030] Other features and advantages of the utility model will be described in the subsequent description, and partly become apparent from the description, or understood by practicing the utility model. The purpose and other advantages of the utility model can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings.

[0031] The technical solution of the utility model is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0033] Figure 1 is a block diagram of a power battery heating system provided according to an embodiment of the utility model;

[0034] Figure 2 A schematic structural diagram of a power battery heating system provided in an embodiment of the utility model. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0036] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0038] In the description of the present utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate the orientation or position relationship based on the orientation or position relationship shown in the accompanying drawings, or the orientation or position relationship in which the utility model product is usually placed when in use, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0039] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components are required to be absolutely horizontal or overhanging, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0040] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] In conjunction with the accompanying drawings, some embodiments of the present invention are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0042] Figure 1 is a block diagram of a power battery heating system provided by an embodiment of the present utility model. For example, Figure 1 As shown, the power battery heating system 10 includes: a stack coolant outlet temperature transmitter 100 , a power battery temperature transmitter 200 , a flow control valve 300 and a controller 400 .

[0043] Among them, the temperature transmitters of the stack coolant outlet temperature transmitter 100 and the power battery temperature transmitter 200 can convert the output signal of the temperature sensor (thermocouple or thermal resistor) into a standard current (4-20mA) or standard voltage (0-5V / 0-10V) signal that is linearly related to the temperature. Fuel cell engine is a general term for fuel cell systems, including fuel cells (or fuel cell stacks, referred to as stacks) and other auxiliary components.

[0044] Combination Figure 2As shown, the pipeline system of the power battery heating system 10 includes a first pipeline and a second pipeline. Specifically, the inlet of the flow control valve 300 is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack outlet position through the first pipeline of the power battery heating system, and the outlet of the flow control valve 300 is connected to the second pipeline of the power battery heating system, and the second pipeline is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack inlet position through the power battery. The stack hydrothermal circuit near the stack outlet position is connected to one end of the first pipeline, and the other end of the first pipeline is connected to the inlet of the flow control valve 300; the outlet of the flow control valve 300 is connected to one end of the second pipeline, and the other end of the second pipeline is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack inlet position through the power battery. Under the control of the controller 400 on the flow control valve 300, the heat generated by the fuel cell engine is carried by the stack coolant in the first pipeline and the second pipeline, so as to realize the heat exchange between the heat generated by the fuel cell engine and the power battery. The second pipeline can transfer heat to the power battery by physically contacting the heat conduction part of the power battery, thereby achieving heating and heat preservation of the power battery. The utility model does not consume the electric energy of the power battery, and heats and heats the power battery by utilizing the heat generated by the fuel cell engine itself during operation. The power battery heating system constructed by the utility model generates a third signal according to the first electrical signal and the second electrical signal, and the third signal is used to control the opening of the flow control valve (the opening includes fully open, fully closed and a state in between) to control the flow of the stack coolant flowing through the first pipeline and the second pipeline of the power battery heating system, so that the power battery is always within a suitable temperature range, thereby allowing the power battery to be in a better operating state.

[0045] The controller 400 can be integrated into the vehicle controller of the fuel cell electric vehicle or exist independently. The controller 400 is electrically connected to the stack coolant outlet temperature transmitter 100, the power battery temperature transmitter 200 and the flow control valve 300 respectively. The controller 400 receives a first electrical signal sent by the stack coolant outlet temperature transmitter 100 and a second electrical signal sent by the power battery temperature transmitter 200, and the first electrical signal and the second electrical signal respectively represent the stack coolant outlet temperature (i.e., the stack temperature) and the power battery temperature. The controller 400 generates a third signal according to the first electrical signal and the second electrical signal, and can also send a third signal to the flow control valve 300, for example, the third signal is used to control the flow control valve 300 to switch from the closed state to the open state. When the temperature represented by the second electrical signal is equal to or higher than the normal temperature of the power battery, the controller 400 is used to generate a third signal of the second type, and the third signal of the second type is used to control the flow control valve 300 to reduce the opening. When the temperature represented by the second electrical signal is again lower than the normal temperature of the power battery, the controller 400 is used to generate a third signal of a third type, and the third signal of the third type is used to control the flow control valve 300 to increase the opening. The electrical connection between the stack coolant outlet temperature transmitter 100, the power battery temperature transmitter 200, the flow control valve 300 and the controller 400 cooperates to complete the information transmission of the power battery heating system. It can be understood that the controller 400 can be implemented as a common control device, such as a PLC, etc., and the control methods involved are all well known to those skilled in the art.

[0046] In low temperature environments, especially in winter in high latitude areas, after a fuel cell electric vehicle starts running, if the power battery is not heated, the temperature of the power battery will be far below the suitable working temperature. If the power battery temperature is too low, it will affect the maximum power and total energy output of the power battery in the short term, and will affect the function and service life of the power battery in the long term.

[0047] Further, the stack coolant outlet temperature transmitter 100 and the power battery temperature transmitter 200 send an electrical signal to the controller 400 once every preset time interval. The preset time interval is neither too frequent nor causes a large difference in temperature data in the electrical signals of adjacent intervals.

[0048] Furthermore, considering that the temperature of the power battery is too low, it is necessary to further increase the opening of the flow control valve 300 to achieve the purpose of rapid temperature adjustment; considering that the temperature of the power battery is relatively close to the lower limit temperature of the power battery operating temperature, the opening of the flow control valve 300 can be appropriately increased. When the temperature of the power battery represented by the second electrical signal is lower than the preset lower limit temperature of the power battery operating temperature, the controller 400 correspondingly changes the signal value of the third signal that controls the flow control valve 300 to increase the opening, such as increasing the current or voltage value; when the temperature of the power battery represented by the second electrical signal is equal to or higher than the preset upper limit temperature of the power battery operating temperature, the controller 400 correspondingly changes the signal value of the third signal that controls the flow control valve 300 to decrease the opening, such as reducing the current or voltage value.

[0049] Furthermore, considering that the temperature of the power battery is already in the appropriate temperature range, there is no need to adjust the opening of the flow control valve 300. Too frequent adjustment of the opening is not only unnecessary, but also will damage the system. When the temperature is between the lower limit temperature and the upper limit temperature of the preset power battery operating temperature, the power battery temperature transmitter 200 sends a second electrical signal to the controller 400. Since the temperature represented by the second electrical signal is an appropriate temperature, the controller 400 can no longer adjust the opening of the flow control valve 300 according to the signal.

[0050] Figure 2 FIG. 1 is a schematic diagram of a power battery heating system according to an embodiment of the present invention. Figure 2 As shown, the single straight line is the stack water heat circuit, the double straight lines are the first pipeline and the second pipeline mentioned above, and the single straight line with short double oblique lines is the electrical control route. The fuel cell itself generates heat in the working state, and the heat is taken out through the stack water heat circuit. In the utility model, the heat is passed through the second pipeline through the power battery and connected to the water heat circuit node of the stack water heat circuit at the stack inlet through the flow control valve 300, thereby increasing the temperature of the power battery, and then keeping the power battery always in the appropriate temperature range, so that the power battery can maintain a good working state and extend its service life at low temperatures.

[0051] The utility model also provides a fuel cell electric vehicle, which includes the above-mentioned power battery heating system and a fuel cell engine. The fuel cell engine is a general term for a fuel cell system, including a fuel cell (or a fuel cell stack) and other auxiliary components. The fuel cell engine is connected to the first pipeline and the second pipeline of the power battery heating system through a stack water heat circuit.

[0052] The first pipeline is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack outlet, and the second pipeline is connected to the hydrothermal circuit node of the stack hydrothermal circuit at the stack inlet through the power battery, so as to transfer the heat of the fuel cell engine to the power battery through the circulation of the stack coolant.

[0053] The first pipeline is connected to the inlet of the flow control valve; the outlet of the flow control valve is connected to the second pipeline.

[0054] The heat generated by the fuel cell engine can be transferred to the power battery through a circulation pipeline formed by the stack water-heat circuit, the first pipeline, the second pipeline and the flow controller.

[0055] In the instruction manual Figure 2 In the diagram, the symbol CFM represents the stack coolant flow meter, the symbol CBV represents the three-way valve, the CRAD represents the radiator, and the CVP represents the water pump.

[0056] The fuel cell engine includes a stack and a stack hydrothermal circuit for performing hydrothermal control on the stack. The stack hydrothermal circuit sequentially connects the outlet of the stack, the inlet of a three-way valve, the first outlet of the three-way valve, a water pump and the inlet of the stack. A stack coolant outlet temperature transmitter is provided on the stack hydrothermal circuit between the outlet of the stack and the inlet of the three-way valve.

[0057] The second outlet of the three-way valve is connected to the stack coolant flow meter, the radiator and the first outlet of the three-way valve in sequence. The stack coolant flow meter and the radiator are connected to the first pipeline of the power battery heating system. The beneficial effect of the connection position of the first pipeline is that the impact on the original heat dissipation and cooling system of the fuel cell is minimized. Specifically, the three-way valve CBV is attached Figure 2 The second outlet can be kept open all the time, and the first outlet has a probability of being shut off, so the first pipeline needs to be set at the second outlet of the three-way valve CBV. In addition, the heat in the hydrothermal circuit of the fuel cell stack needs to be transferred to the power battery, and there is no need to dissipate the coolant flowing through the power battery through the radiator CRAD, so the first pipeline needs to be set before the radiator CRAD. At the same time, for data monitoring, the flow rate of the coolant flow through the first pipeline needs to be counted, so the first pipeline needs to be set after the fuel cell stack coolant flowmeter CFM. Furthermore, the reason why the first outlet has a probability of being shut off is that if the heat absorbed by the power battery is not enough to reduce the temperature of the fuel cell to a suitable temperature, the radiator CRAD needs to be used for further cooling. At this time, the second outlet of the three-way valve CBV is opened and the first outlet is closed.

[0058] The stack water heat loop between the water pump and the inlet of the stack is connected to the second pipeline of the power battery heating system. The beneficial effect of the connection position of the second pipeline is that the flow resistance to be overcome is small after the water pump.

[0059] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A power battery heating system for a fuel cell electric vehicle, characterized in that: include: Stack coolant outlet temperature transmitter, power battery temperature transmitter, flow control valve and controller, among which: The stack coolant outlet temperature transmitter is used to convert the acquired temperature of the stack coolant at the stack outlet into a first electrical signal; The power battery temperature transmitter is used to convert the acquired power battery temperature into a second electrical signal; The inlet of the flow control valve is connected to the water-heating circuit node of the water-heating circuit of the fuel cell stack at the fuel cell stack outlet through the first pipeline of the power battery heating system, and the outlet of the flow control valve is connected to the second pipeline of the power battery heating system, and the second pipeline is connected to the water-heating circuit node of the water-heating circuit of the fuel cell stack at the fuel cell stack inlet through the power battery; The controller is electrically connected to the stack coolant outlet temperature transmitter, the power battery temperature transmitter and the flow control valve. The controller is used to obtain the first electrical signal and the second electrical signal of the stack coolant outlet temperature transmitter and the power battery temperature transmitter, and generate a third signal according to the first electrical signal and the second electrical signal and send the third signal to the flow control valve. The third signal is used to control the opening of the flow control valve to control the stack coolant flow in the first pipeline and the second pipeline of the power battery heating system.

2. The power battery heating system according to claim 1, characterized in that: The controller is integrated into the whole vehicle controller of the fuel cell electric vehicle.

3. The power battery heating system according to claim 1, characterized in that: When the temperature represented by the first electrical signal is higher than the normal temperature of the battery stack and the temperature represented by the second electrical signal is lower than the normal temperature of the power battery, the controller is used to generate a third signal of the first type, and the third signal of the first type is used to control the flow control valve to switch from an off state to an open state.

4. The power battery heating system according to claim 3, characterized in that: When the temperature represented by the second electrical signal is equal to or higher than the normal temperature of the power battery, the controller is used to generate a third signal of a second type, and the third signal of the second type is used to control the flow control valve to reduce its opening.

5. The power battery heating system according to claim 4, characterized in that: When the temperature represented by the second electrical signal is again lower than the normal temperature of the power battery, the controller is used to generate a third signal of a third type, and the third signal of the third type is used to control the flow control valve to increase its opening.

6. A fuel cell electric vehicle, characterized in that: It comprises: a fuel cell engine and a power battery heating system as described in any one of claims 1 to 5.

7. The fuel cell electric vehicle according to claim 6, characterized in that: The fuel cell engine includes a fuel cell stack and a fuel cell stack hydrothermal circuit for performing hydrothermal control on the fuel cell stack. The fuel cell stack hydrothermal circuit sequentially connects the fuel cell stack outlet, the inlet of a three-way valve, the first outlet of the three-way valve, a water pump and the inlet of the fuel cell stack. The fuel cell stack coolant outlet temperature transmitter is provided on the fuel cell stack hydrothermal circuit between the fuel cell stack outlet and the inlet of the three-way valve.

8. The fuel cell electric vehicle according to claim 7, characterized in that: The stack water heating circuit between the water pump and the inlet of the stack is connected to the second pipeline of the power battery heating system.

9. The fuel cell electric vehicle according to claim 7, characterized in that: The second outlet of the three-way valve is connected to a stack coolant flow meter, a radiator and the first outlet of the three-way valve in sequence, and the stack coolant flow meter and the radiator are connected to a first pipeline of the power battery heating system.

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