Fuel cell system and motor vehicle control system

Abstract

The utility model provides a fuel cell system and a motor vehicle control system, and relates to the technical field of fuel cells. The two ends of a heat dissipation main loop in the fuel cell system are connected with a cooling liquid output port of a galvanic pile and a cooling liquid input port of the galvanic pile respectively, and a first controller and a second controller are located between a high-pressure water pump of the heat dissipation main loop and the galvanic pile; the first controller is used for enabling the heat dissipation main loop to communicate with the input end of the low-pressure water pump during enabling, and the second controller is used for enabling the heat dissipation main loop to communicate with the output end of the low-pressure water pump of the heat dissipation auxiliary loop during enabling, so that the low-pressure water pump drives and controls the communicated heat dissipation main loop to circularly flow cooling liquid; by enabling the first controller, the second controller and the low-pressure water pump, the fuel cell system can be restarted without operating the high-voltage line of the galvanic pile when the conductivity is too high due to long-term non-starting, and the starting process is simpler.

Description

Technical Field

[0001] The embodiments of the present application relate to, but are not limited to, the field of fuel cell technology, and in particular to a fuel cell system and a motor vehicle control system. Background Art

[0002] Fuel cells (such as proton exchange membrane fuel cells) are widely used in the automotive field to provide high-voltage power to the vehicle's high-voltage circuit. To improve vehicle safety, the fuel cell is often prohibited from supplying power to the high-voltage circuit when the insulation resistance of the high-voltage circuit is too low. However, components in the fuel cell's heat dissipation loop, such as the radiator and intercooler, release ions. When the heat dissipation loop stops circulating, the conductivity of the water circuit becomes excessively high. Fuel cell stacks are sensitive to the conductivity of the water circuit. Excessive conductivity can significantly reduce the insulation resistance of the fuel cell system, thereby lowering the insulation resistance of the high-voltage circuit. Therefore, after being left idle for a few days, a vehicle using a fuel cell can experience excessively high water conductivity, resulting in a low insulation resistance of the fuel cell system, which can cause the vehicle to fail to start. In the prior art, this problem can be solved by disconnecting the fuel cell's high-voltage wiring and then using the fuel cell host computer to activate the high-pressure water pump in the fuel cell thermal management system's water circuit to circulate the water circuit. This allows the coolant in the circulating water circuit to repeatedly pass through the deionizer, thereby reducing the system's conductivity. Once the conditions for high-voltage startup are met, the fuel cell's high-voltage wiring can be reconnected. However, this starting process is relatively complicated. Therefore, how to solve the difficulty in starting a motor vehicle due to long-term non-starting is still a technical problem that needs to be solved urgently. Utility Model Content

[0003] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims. The present invention provides a fuel cell system that can solve the problem of difficulty starting a motor vehicle due to long-term inactivity.

[0004] In a first aspect, a fuel cell system according to an embodiment of the present application includes:

[0005] A main thermal management module, comprising a main heat dissipation loop, a first controller, a second controller, and a fuel cell stack; the input end of the main heat dissipation loop is connected to the coolant output port of the fuel cell stack, and the output end of the main heat dissipation loop is connected to the coolant input port of the fuel cell stack; a high-pressure water pump is provided in the main heat dissipation loop; and the first controller and the second controller are both located between the high-pressure water pump and the fuel cell stack;

[0006] A thermal management submodule, wherein the thermal management submodule is provided with a heat dissipation sub-loop, and a low-pressure water pump is provided in the heat dissipation sub-loop; the first controller is used to connect the heat dissipation main loop with the input end of the low-pressure water pump when enabled, and the second controller is used to connect the heat dissipation main loop with the output end of the low-pressure water pump when enabled, and the low-pressure water pump is used to control the circulation of coolant in the heat dissipation main loop when the first controller and the second controller are enabled;

[0007] A battery control module is electrically connected to the first controller, the second controller, and the low-pressure water pump, and is used to enable or disable the first controller, the second controller, and the low-pressure water pump.

[0008] The above-mentioned embodiment of the present application has at least the following beneficial effects: by providing the first controller and the second controller, the heat dissipation secondary loop and the heat dissipation main loop are physically connected, and the first controller and the second controller can be dynamically disconnected and connected by the battery control module, so that when the conductivity is too high, the coolant in the heat dissipation main loop can be driven to circulate by the low-pressure water pump without providing a high-voltage power supply, so that the coolant circulates in the branch connected to the heat dissipation main loop, and then the coolant can repeatedly pass through the deionizer connected to the heat dissipation main loop, thereby reducing the conductivity in the fuel cell system. After the detected conductivity is reduced to meet the high-voltage startup conditions of the fuel cell system, the first controller and the second controller can be disconnected, and the high-pressure water pump can be started, so that the stack can operate normally. Therefore, compared with the related art, the embodiment of the present application can restart the motor vehicle without operating the high-voltage line of the stack when the conductivity is too high due to long-term non-startup, and the startup process is simpler.

[0009] According to some embodiments of the first aspect of the present application, the main heat dissipation loop is further provided with a one-way valve, and the one-way valve is located between the first controller and the second controller.

[0010] According to some embodiments of the first aspect of the present application, the thermal management main module also includes a first deionizer, which is located between the second controller and the coolant inlet, and the output end of the first deionizer is connected to the main heat dissipation loop between the one-way valve and the coolant inlet through a pipeline.

[0011] According to some embodiments of the first aspect of the present application, the thermal management main module is also provided with an ion filtration branch, the input end of the ion filtration branch is connected to the coolant output port, the output end of the ion filtration branch is connected to the input end of the high-pressure water pump, and the ion filtration branch is provided with an expansion water tank and a second deionizer, the expansion water tank is located between the second deionizer and the high-pressure water pump, and the second deionizer is connected to the coolant output port.

[0012] According to some embodiments of the first aspect of the present application, the thermal management main module is further provided with an intercooler, the input port of the intercooler is connected to the output end of the main heat dissipation loop, and the output port of the intercooler is connected to the input end of the main heat dissipation loop.

[0013] According to some embodiments of the first aspect of the present application, a main radiator is provided in the main heat dissipation loop, the main radiator is located between the coolant outlet and the expansion water tank, and the exhaust port of the main radiator is connected between the second deionizer and the coolant outlet.

[0014] According to some embodiments of the first aspect of the present application, the thermal management main module also includes a heater, the input end of the heater is connected to the main heat dissipation loop between the main radiator and the coolant output port through an electrically controlled three-way valve; the output end of the heater is connected to the main heat dissipation loop between the expansion water tank and the main radiator.

[0015] In a second aspect, a motor vehicle control system proposed according to an embodiment of the present application includes a fuel cell system as described in any one of the first aspects.

[0016] According to some embodiments of the second aspect of the present application, the motor vehicle control system further includes a deionization switch, which is used to control the battery control module to enable or disable the first controller, the second controller, and the low-pressure water pump.

[0017] According to some embodiments of the second aspect of the present application, the motor vehicle control system further includes a device controller, one end of the deionization switch is grounded, the other end of the deionization switch is electrically connected to the device controller, and the device controller is CAN-connected to the battery control module. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0019] Figure 1 is a structural schematic diagram of the fuel cell system provided by this application;

[0020] Figure 2 is a structural schematic diagram of an embodiment of a fuel cell system provided by the present application;

[0021] Figure 3 This is a schematic diagram of the control principle of an embodiment of a motor vehicle control system provided by the present application.

[0022] Reference numerals:

[0023] Thermal management main module 100, main heat dissipation loop 110, high-pressure water pump 111, one-way valve 112, main radiator 113, intercooler 120, first controller 130, second controller 140, fuel cell stack 150, first deionizer 160, ion filter branch 170, expansion tank 171, second deionizer 172, heater 180, electric control three-way valve 190,

[0024] Thermal management submodule 200, heat dissipation sub-loop 210, low-pressure water pump 211, sub-radiator 212, hydrogen pump controller 213, air compressor 214, battery control module 220,

[0025] Deionization switch 310 and equipment controller 320 . DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the technical field of the present application. The terms used herein are only for the purpose of describing the embodiments of the present application and are not intended to limit the present application. The terms "first", "second", "third", "fourth" etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order.

[0028] In addition, the described features, structures or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure can be practiced without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, well-known methods, devices, implementations or operations are not shown or described in detail to avoid blurring various aspects of the present disclosure.

[0029] First, as Figures 1 to 3As shown, the fuel cell system proposed in accordance with an embodiment of the present application includes:

[0030] The thermal management main module 100 is provided with a main heat dissipation loop 110, a first controller 130, a second controller 140 and a fuel cell stack 150. The input end of the heat dissipation main loop 110 is connected to the coolant output port of the fuel cell stack 150, and the output end of the heat dissipation main loop 110 is connected to the coolant input port of the fuel cell stack 150. A high-pressure water pump 111 is provided in the heat dissipation main loop 110. The first controller 130 and the second controller 140 are both located between the high-pressure water pump 111 and the fuel cell stack 150.

[0031] The thermal management sub-module 200 is provided with a heat dissipation sub-loop 210, and a low-pressure water pump 211 is provided in the heat dissipation sub-loop 210; the first controller 130 is used to connect the heat dissipation main loop 110 with the input end of the low-pressure water pump 211 when enabled, and the second controller 140 is used to connect the heat dissipation main loop 110 with the output end of the low-pressure water pump 211 when enabled. The low-pressure water pump 211 is used to control the circulation of the coolant in the heat dissipation main loop 110 when the first controller 130 and the second controller 140 are enabled;

[0032] The battery control module 220 is electrically connected to the first controller 130 , the second controller 140 , and the low-pressure water pump 211 . The battery control module 220 is used to enable or disable the first controller 130 , the second controller 140 , and the low-pressure water pump 211 .

[0033] Therefore, by providing the first controller 130 and the second controller 140, the heat dissipation secondary loop 210 and the heat dissipation main loop 110 are physically connected, and the first controller 130 and the second controller 140 can be dynamically disconnected and connected through the battery control module 220. Therefore, when the conductivity is too high, the coolant in the heat dissipation main loop 110 can be driven to circulate through the low-pressure water pump 211 without providing a high-voltage power supply, so that the coolant circulates in the branch connected to the heat dissipation main loop 110, and the coolant can be repeatedly passed through the deionizer connected to the heat dissipation main loop, thereby reducing the conductivity in the fuel cell system. After the detected conductivity is reduced to meet the high-voltage startup conditions of the fuel cell system, the first controller 130 and the second controller 140 can be disconnected, and the high-pressure water pump 111 can be started, so that the fuel cell stack 150 can operate normally. Therefore, compared with the related art, the embodiment of the present application can restart the motor vehicle without operating the high-voltage line of the fuel cell stack 150 when the conductivity is too high due to long-term non-startup, and the startup process is simpler.

[0034] It should be noted that when the fuel cell system is applied to a car, there is no limitation on the insulation resistance at low voltage. Therefore, when the conductivity is too high, the low-pressure water pump 211 can still be started.

[0035] It should be noted that the branches connected to the main heat dissipation loop 110 include heating branches, intercooler circulation branches, and other branches that are used to meet the heat dissipation requirements under different operating conditions. Therefore, after the main heat dissipation loop 110 circulates, the branches connected to it can also participate in the circulation, so that the ions precipitated in the corresponding branches can be filtered out by the deionizer.

[0036] It should be noted that the intercooler 120 is used to provide low-temperature coolant. When the coolant circulates in the main heat dissipation loop 110 , it passes through the intercooler 120 , thereby removing ions carried by the intercooler 120 and reducing the conductivity in the main heat dissipation loop 110 .

[0037] It should be noted that during normal operation of the fuel cell system, the main heat dissipation loop 110 and the secondary heat dissipation loop 210 circulate independently. When the conductivity is too high, the low-pressure water pump 211, the first controller 130, and the second controller 140 physically connect the main heat dissipation loop 110 and the secondary heat dissipation loop 210. Since the low-pressure water pump 211 can start normally, the low-pressure water pump 211 can circulate the main heat dissipation loop 110 and the secondary heat dissipation loop 210 together.

[0038] It should be noted that the first controller 130 and the second controller 140 may be valves with control functions, such as electric ball valves.

[0039] It should be noted that, in some embodiments, the main heat dissipation loop 110 is provided with an electrically controlled three-way valve 190, which can allow part of the coolant to bypass the main radiator 113 on the main heat dissipation loop 110 and enter the high-pressure water pump 111, thereby meeting the requirements of coolant at different temperatures.

[0040] For example, Figure 1 and 2 As shown, taking the first controller 130 as the electric ball valve 1 and the second controller 140 as the electric ball valve 2 as an example, the working principle of the fuel cell system in the above embodiment of the present application is as follows:

[0041] During normal operation, electric ball valves 1 and 2 are closed, isolating the main thermal management module 100 and the secondary thermal management module 200, allowing them to operate independently, maintaining them as independent systems. If the water circuit conductivity is too high after an extended period of inactivity, electric ball valves 1 and 2 are opened, and low-pressure water pump 211 is activated, allowing the coolant in the main heat dissipation loop 110 and the secondary heat dissipation loop 210 to circulate together. After the water circuit has reached the required insulation resistance, electric ball valves 1 and 2 are controlled to close, and low-pressure water pump 211 is shut down.

[0042] It should be noted that if Figure 2 As shown, in some embodiments, the heat dissipation secondary loop 210 is further provided with a secondary radiator 212, a hydrogen pump controller 213, and an air compressor 214. The output of the secondary radiator 212 is connected to the input of the low-pressure water pump 211, the input of the hydrogen pump controller 213 is connected to the output of the low-pressure water pump 211, the output of the hydrogen pump controller 213 is connected to the input of the secondary radiator 212, and the air compressor delivers high-temperature and high-pressure gas to the hydrogen pump controller 213. Since the heat dissipation secondary loop 210 is not improved in this application, the embodiments of this application will not be described in detail. Those skilled in the art can selectively set a heat dissipation secondary loop 210 of different structures according to the actual heat dissipation requirements of the air compressor 214.

[0043] It is understandable that if Figure 2 As shown, the heat dissipation main loop 110 is further provided with a one-way valve 112 , which is located between the first controller 130 and the second controller 140 .

[0044] It should be noted that by setting the one-way valve 112, the low-pressure water pump 211 can be prevented from circulating dead in the loop formed by the first controller 130, the one-way valve 112, the second controller 140 and the low-pressure water pump 211, thereby increasing the probability of the coolant flowing to the branches connected to the main heat dissipation loop 110 and the sub-heat dissipation loop 210, such as adding a branch from the one-way valve 112 to the coolant inlet, and adding a branch from the low-pressure water pump 211 to the air compressor 214.

[0045] It is understandable that if Figure 2 As shown, the thermal management main module 100 also includes a first deionizer 160, which is located between the second controller 140 and the coolant input port, and the output end of the first deionizer 160 is connected to the heat dissipation main loop 110 between the one-way valve 112 and the coolant input port through a pipeline.

[0046] It should be noted that, by adding the first deionizer 160 , the deionization efficiency can be further improved in the case of an existing deionizer.

[0047] It is understandable that the thermal management main module 100 is further provided with an ion filtering branch 170 , the input end of the ion filtering branch 170 is connected to the coolant output port, and the output end of the ion filtering branch 170 is connected to the input end of the high-pressure water pump 111 .

[0048] It should be noted that the ion filtering branch 170 can be set according to the ion removal requirements of the existing deionizer. By being set before the input end of the high-pressure water pump 111, the fusion speed of the deionized coolant and the original coolant can be accelerated.

[0049] It is understandable that if Figure 2As shown, an expansion water tank 171 and a second deionizer 172 are provided on the ion filtration branch 170 . The expansion water tank 171 is located between the second deionizer 172 and the high-pressure water pump 111 . The second deionizer 172 is connected to the coolant outlet.

[0050] It is understandable that if Figure 2 As shown, the thermal management main module 100 is further provided with an intercooler 120 , the input port of the intercooler 120 is connected to the output end of the heat dissipation main loop 110 , and the output port of the intercooler 120 is connected to the input end of the heat dissipation main loop 110 .

[0051] It is understandable that if Figure 2 As shown, a main radiator 113 is provided on the main heat dissipation loop 110. The main radiator 113 is located between the coolant outlet and the expansion water tank 171. The exhaust port of the main radiator 113 is connected between the second deionizer 172 and the coolant outlet.

[0052] By first merging the exhaust circuits at the outlet of the fuel cell stack 150 and the return to the water tank at the main radiator 113, and then passing through the second deionizer 172 and then returning to the water tank water supply pipe, and then returning to the water tank exhaust port, this method can greatly increase the flow of the second deionizer 172, increase the deionization effect of the second deionizer 172, and at the same time have an exhaust effect.

[0053] It is understandable that if Figure 2 As shown, the thermal management main module 100 also includes a heater 180, the input end of the heater 180 is connected to the main heat dissipation loop 110 between the main radiator 113 and the coolant output port through an electrically controlled three-way valve 190; the output end of the heater 180 is connected to the main heat dissipation loop 110 between the expansion water tank 171 and the main radiator 113.

[0054] It should be noted that the heater 180 may be a PTC heater.

[0055] Second, as Figure 3 As shown, the motor vehicle control system proposed according to the embodiment of the present application includes a fuel cell system as described in any one of the first aspects.

[0056] It should be noted that the motor vehicle may be a car, a bus, or the like, which is driven by the battery stack 150 .

[0057] It is understandable that if Figure 3 As shown, the motor vehicle control system further includes a deionization switch 310 , which is used to control the battery control module 220 to enable or disable the first controller 130 , the second controller 140 , and the low-pressure water pump 211 .

[0058] It should be noted that the deionization switch 310 is a mechanical switch. By adding the deionization switch 310 , the start-up can be controlled mechanically, which makes the operation more convenient.

[0059] It is understandable that the motor vehicle control system further includes a device controller 320 , one end of the deionization switch 310 is grounded, the other end of the deionization switch 310 is electrically connected to the device controller 320 , and the device controller 320 is CAN-connected to the battery control module 220 .

[0060] It should be noted that when the deionization switch 310 is turned on, the device controller 320 receives a ground signal and sends a command to the battery control module 220 through CAN communication, so that the battery control module 220 controls the first controller 130 and the second controller 140 to open, and the electric control three-way valve 190 is opened to 50%, and the low-pressure water pump 211 is started; after the water channel runs until the insulation resistance meets the requirements, the deionization switch 310 is closed. If the device controller 320 does not receive a ground signal, it sends a command to the battery control module 220 through CAN communication, so that the battery control module 220 controls the first controller 130 and the second controller 140 to close, and the electric control three-way valve 190 is opened to 0%, and the low-pressure water pump 211 is turned off.

[0061] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the above implementation mode. Technical personnel familiar with the field can also make various equivalent modifications or substitutions without violating the spirit of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A fuel cell system, characterized in that: include: A main thermal management module, comprising a main heat dissipation loop, a first controller, a second controller, and a fuel cell stack; the input end of the main heat dissipation loop is connected to the coolant output port of the fuel cell stack, and the output end of the main heat dissipation loop is connected to the coolant input port of the fuel cell stack; a high-pressure water pump is provided in the main heat dissipation loop; and the first controller and the second controller are both located between the high-pressure water pump and the fuel cell stack; A thermal management submodule, wherein the thermal management submodule is provided with a heat dissipation sub-loop, and a low-pressure water pump is provided in the heat dissipation sub-loop; the first controller is used to connect the heat dissipation main loop with the input end of the low-pressure water pump when enabled, and the second controller is used to connect the heat dissipation main loop with the output end of the low-pressure water pump when enabled, and the low-pressure water pump is used to control the circulation of coolant in the heat dissipation main loop when the first controller and the second controller are enabled; A battery control module is electrically connected to the first controller, the second controller, and the low-pressure water pump, and is used to enable or disable the first controller, the second controller, and the low-pressure water pump.

2. The fuel cell system according to claim 1, wherein: The main heat dissipation loop is further provided with a one-way valve, and the one-way valve is located between the first controller and the second controller.

3. The fuel cell system according to claim 2, wherein: The thermal management main module also includes a first deionizer, which is located between the second controller and the coolant inlet, and the output end of the first deionizer is connected to the main heat dissipation loop between the one-way valve and the coolant inlet through a pipeline.

4. The fuel cell system according to claim 1 or 3, characterized in that: The thermal management main module is also provided with an ion filtration branch, the input end of the ion filtration branch is connected to the coolant output port, and the output end of the ion filtration branch is connected to the input end of the high-pressure water pump; the ion filtration branch is provided with an expansion water tank and a second deionizer, the expansion water tank is located between the second deionizer and the high-pressure water pump, and the second deionizer is connected to the coolant output port.

5. The fuel cell system according to claim 4, characterized in that It also includes an intercooler, the input port of the intercooler is connected to the output end of the main heat dissipation loop, and the output port of the intercooler is connected to the input end of the main heat dissipation loop.

6. The fuel cell system according to claim 5, characterized in that A main radiator is provided on the main heat dissipation loop. The main radiator is located between the coolant outlet and the expansion water tank. The exhaust port of the main radiator is connected between the second deionizer and the coolant outlet.

7. The fuel cell system according to claim 6, characterized in that The thermal management main module also includes a heater, the input end of the heater is connected to the main heat dissipation loop between the main radiator and the coolant output port through an electrically controlled three-way valve; the output end of the heater is connected to the main heat dissipation loop between the expansion water tank and the main radiator.

8. A motor vehicle control system, characterized in that: Comprising the fuel cell system according to any one of claims 1 to 7.

9. The vehicle control system according to claim 8, characterized in that: The motor vehicle control system further includes a deionization switch, which is used to control the battery control module to enable or disable the first controller, the second controller, and the low-pressure water pump.

10. The vehicle control system according to claim 9, characterized in that: The motor vehicle control system further includes a device controller, one end of the deionization switch is grounded, the other end of the deionization switch is electrically connected to the device controller, and the device controller is CAN-connected to the battery control module.

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