Thermal management system of hydrogen fuel cell-lithium battery hybrid electric vehicle

Abstract

The utility model discloses a thermal management system of a hydrogen fuel cell-lithium battery hybrid electric vehicle. The thermal management system comprises a whole vehicle waste heat recovery system, a hydrogen fuel cell stack cooling system, a passenger compartment air conditioning system, a lithium ion battery cooling system and a transmission part cooling system, the whole vehicle waste heat recovery system comprises a thermoelectric conversion device and a first heat exchanger, the first heat exchanger is sequentially connected with a first thermocouple temperature sensor, the thermoelectric conversion device, a first cooling liquid storage tank and a PTC heater, and the whole vehicle waste heat recovery system is connected with the lithium ion battery cooling system through the first heat exchanger; the hydrogen fuel cell stack cooling system is connected with the passenger compartment air conditioning system and the transmission part cooling system; the thermoelectric waste heat recovery system capable of generating electricity by means of temperature difference is introduced, redundant waste heat of the whole vehicle is collected and converted into electric energy to be stored in the storage battery, so that other electricity utilization requirements in the vehicle are met, the cold start time of the whole vehicle can be shortened, and the waste heat of the whole vehicle can be recycled fundamentally.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of thermal management system, concretely relates to a hydrogen fuel cell - lithium battery hybrid power automobile thermal management system. BACKGROUND

[0002] With the increasingly prominent energy crisis and environmental pollution problem, each automobile manufacturer is in the layout new energy automobile's research and development and popularization, hydrogen fuel cell - lithium battery hybrid power automobile obtains the widespread attention by its low carbon environmental protection, long endurance mileage etc. advantage, therefore also put forward higher request to its safety, environmental protection, for example, at present hydrogen fuel cell - lithium battery hybrid power automobile adopts separate type thermal management system, hydrogen fuel cell stack, lithium battery pack, driving motor and so on each main part's cooling subsystem is independent distribution relation, both disadvantageous to the collaborative management and optimization of each cooling subsystem, also greatly occupies the whole car empty space, the urgent need for improvement current distribution strategy.

[0003] The hydrogen fuel cell - lithium battery hybrid power automobile produces a large amount of excess waste heat in the running process of each main part, and the air conditioning system on vehicle consumes a large amount of vehicle energy while providing comfortable driving and riding experience, which seriously shortens the endurance mileage of the automobile, and the existing thermal management technology mostly discharges all the excess waste heat into the atmosphere, ignoring the recycling value of this part of energy, which is not conducive to the improvement of the vehicle energy conversion efficiency.

[0004] The cold start process of hydrogen fuel cell - lithium battery hybrid power automobile stack often needs to consume the electric quantity of lithium ion battery pack to drive PTC heater, and this cold start mode is to realize the normal operation of hydrogen fuel cell stack at the cost of reducing the endurance mileage of the automobile, so it will adversely affect the performance of the automobile. In summary, on the basis of the prior art, improve the vehicle thermal management system, realize the goals of saving vehicle space and efficient utilization of waste heat, and solve the problem of difficult cold start of the stack while ensuring the endurance mileage, which will further promote the development and popularization of hydrogen fuel cell - lithium battery hybrid power automobile. UTILITY MODEL CONTENTS

[0005] The utility model aims at providing a hydrogen fuel cell - lithium battery hybrid power automobile thermal management system, which can improve the vehicle thermal management system, realize the goals of saving vehicle space and efficient utilization of waste heat, and solve the problem of difficult cold start of the stack while ensuring the endurance mileage, to overcome the shortcomings of the prior art.

[0006] Based on the above purpose, the utility model provides the following scheme:

[0007] The application discloses a hydrogen fuel cell-lithium battery hybrid vehicle thermal management system, which comprises a vehicle waste heat recovery system, a hydrogen fuel cell stack cooling system, a passenger cabin air conditioning system, a lithium ion battery cooling system and a transmission component cooling system.

[0008] The vehicle waste heat recovery system comprises a thermoelectric conversion device and a first heat exchanger, the first heat exchanger is sequentially connected with a first thermocouple temperature sensor, the thermoelectric conversion device, a first cooling liquid storage tank and a PTC heater, the vehicle waste heat recovery system is connected with the lithium ion battery cooling system through the first heat exchanger, the first heat exchanger can exchange heat with the lithium ion battery cooling system, and the thermoelectric conversion device is composed of a simple flat plate heat exchanger, a radiator, a ceramic substrate, a copper electrode sheet and a thermoelectric semiconductor.

[0009] The hydrogen fuel cell stack cooling system comprises a hydrogen fuel cell stack, the hydrogen fuel cell stack is sequentially connected with a first radiator, a second cooling liquid storage tank, a first cooling water pump and a thermostat, the first cooling water pump is further connected with a first flow control valve, and the first flow control valve is sequentially connected with the passenger cabin air conditioning system, the transmission component cooling system and the hydrogen fuel cell stack.

[0010] The first radiator is connected with the first heat exchanger, and the second cooling liquid storage tank is connected with the PTC heater.

[0011] Further, the passenger cabin air conditioning system comprises a heat pump air conditioner, the heat pump air conditioner is sequentially connected with an on-off water valve, a second thermocouple temperature sensor, a third heat exchanger, a second cooling water pump, a compressor and a condenser, and the third heat exchanger is further connected with the transmission component cooling system and the first flow control valve.

[0012] Further, the lithium ion battery cooling system comprises a lithium ion battery pack, the lithium ion battery pack is sequentially connected with a second radiator, a second flow control valve, the first heat exchanger, a fourth cooling liquid storage tank and a third cooling water pump.

[0013] Further, the transmission component cooling system comprises a transmission component, the transmission component is sequentially connected with a driving motor, a third radiator, a third flow control valve, a second heat exchanger, a fifth cooling liquid storage tank and a fourth cooling water pump, and the second heat exchanger is further connected with the hydrogen fuel cell stack and the third heat exchanger.

[0014] Further, a first cooling liquid control valve is arranged at the connection position of the second cooling liquid storage tank and the PTC heater, a second cooling liquid control valve is arranged at the connection position of the first flow control valve and the first cooling water pump, a third cooling liquid control valve is arranged at the connection position of the first heat exchanger and the first radiator, and a fourth cooling liquid control valve is arranged at the connection position of the hydrogen fuel cell stack and the second heat exchanger.

[0015] Furthermore, the first heat exchanger, the second heat exchanger, and the third heat exchanger are all placed in an insulated box, and the insulated box is filled with insulation material.

[0016] Furthermore, a first cooling fan, a second cooling fan, and a third cooling fan are respectively provided on one side of the first radiator, the second radiator, and the third radiator.

[0017] Furthermore, the inner surfaces of the first, second, and third radiators are all equipped with finned heat exchange fins; the finned heat exchange fins can increase the heat exchange area, and both the heat exchanger and the radiator are made of aluminum alloy to minimize their thermal resistance.

[0018] Furthermore, the heat pump air conditioner is communicatively connected to the second thermocouple temperature sensor.

[0019] Furthermore, the first coolant control valve, the second coolant control valve, the third coolant control valve, and the fourth coolant control valve each have three pipes, and any two pipes or all three pipes can be interconnected as needed.

[0020] Compared with the prior art, the present invention has the following beneficial technical effects:

[0021] This invention provides a thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle, which introduces a thermoelectric waste heat recovery system that generates electricity based on temperature difference. This system collects excess waste heat from the vehicle and converts it into electrical energy stored in the battery to meet other electrical needs in the vehicle. This energy optimization method can not only shorten the cold start time of the vehicle, but also fundamentally realize the reuse of waste heat from the vehicle.

[0022] The thermal management system can adjust its working mode according to different ambient temperatures. In extreme low-temperature conditions, it can drive the cold start of the hydrogen fuel cell stack by relying on the energy stored in the thermoelectric waste heat recovery system. In autumn and winter when the ambient temperature is low, the waste heat of the whole vehicle can be used for heat pump air conditioning to heat the passenger compartment and for the thermoelectric waste heat recovery system. In spring and summer when the ambient temperature is high, all the waste heat of the whole vehicle can be converted into electricity through the thermoelectric waste heat recovery system to meet the electricity demand of the passenger compartment. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall thermal management system of a hydrogen fuel cell-lithium battery hybrid electric vehicle according to an embodiment of the present invention.

[0024] Figure 2 This is a schematic diagram of the cold start of the thermal management system in an embodiment of this utility model.

[0025] Figure 3 This is a schematic diagram showing the operation of the thermal management system in autumn and winter according to an embodiment of this utility model.

[0026] Figure 4 This is a schematic diagram showing the operation of the thermal management system in spring and summer according to an embodiment of this utility model.

[0027] In the diagram: 1. Vehicle waste heat recovery system; 2. Hydrogen fuel cell stack cooling system; 3. Passenger cabin air conditioning system; 4. Lithium-ion battery cooling system; 5. Transmission component cooling system; 101. Thermoelectric conversion device; 102. First coolant storage tank; 103. PTC heater; 104. First thermocouple temperature sensor; 105. First heat exchanger; 201. Second coolant storage tank; 202. First coolant control valve; 203. Second coolant control valve; 204. First cooling water pump; 205. First flow control valve; 206. First radiator fan; 207. Thermostat; 208. First radiator; 209. Hydrogen fuel cell stack; 210. Third coolant control valve; 211. Fourth coolant control valve; 301, Second thermocouple temperature sensor; 302, Third coolant storage tank; 303, Water switch valve; 304, Heat pump air conditioner; 305, Second cooling water pump; 306, Condenser; 307, Compressor; 308, Third heat exchanger; 401, Fourth coolant storage tank; 402, Second radiator; 403, Third cooling water pump; 404, Lithium-ion battery pack; 405, Second flow control valve; 406, Second cooling fan; 501, Drive motor; 502, Third cooling fan; 503, Third radiator; 504, Third flow control valve; 505, Second heat exchanger; 506, Transmission components; 507, Fourth cooling water pump; 508, Fifth coolant storage tank. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Please see Figures 1-4 This utility model provides a technical solution: a thermal management system for hydrogen fuel cell-lithium battery hybrid electric vehicles.

[0031] like Figure 1 The diagram shows the overall thermal management system of this hydrogen fuel cell-lithium battery hybrid electric vehicle. The system, arranged and connected in the order shown in the diagram, consists of: 1. Vehicle waste heat recovery system; 2. Hydrogen fuel cell stack cooling system; 3. Passenger cabin air conditioning system; 4. Lithium-ion battery cooling system; and 5. Transmission component cooling system.

[0032] The vehicle waste heat recovery system 1 includes a thermoelectric conversion device 101 and a first heat exchanger 105. The first heat exchanger 105 is sequentially connected to a first thermocouple temperature sensor 104, the thermoelectric conversion device 101, a first coolant storage tank 102, and a PTC heater 103. The vehicle waste heat recovery system is connected to the lithium-ion battery cooling system 4 through the first heat exchanger 105. The thermoelectric conversion device 101 is connected to the first heat exchanger 105 through a coolant pipe to achieve heat exchange and transfer with the lithium-ion battery cooling system 4. The first coolant storage tank 102 is used to store the coolant required for cold starts of the vehicle and to increase the coolant temperature through the PTC heater 103. The thermoelectric conversion device 101 comprises a simple flat-plate heat exchanger, a radiator, a ceramic substrate, copper electrode plates, and a thermoelectric semiconductor. The first heat exchanger 105 exchanges heat with the lithium-ion battery cooling system 4. The thermoelectric semiconductor is a bismuth telluride-based solid solution alloy. Based on the Seebeck effect, the thermoelectric semiconductor generates electricity using the temperature difference between the coolant in the pipeline and the external environment. A first thermocouple temperature sensor 104 is communicatively connected to the thermoelectric conversion device 101 and can adjust the device according to temperature changes. The thermoelectric conversion device 101 is equipped with a corresponding power battery pack to convert waste heat from the vehicle into electrical energy for later use.

[0033] The hydrogen fuel cell stack cooling system 2 includes a hydrogen fuel cell stack 209, which is sequentially connected to a first radiator 208, a second coolant storage tank 201, a first cooling water pump 204, and a thermostat 207. The first cooling water pump 204 is also connected to a first flow control valve 205, which is sequentially connected to a passenger cabin air conditioning system 3, a transmission component cooling system 5, and then to the hydrogen fuel cell stack 209. The first radiator 208 is connected to a first heat exchanger 105, and the second coolant storage tank 201 is connected to a PTC heater. Heater 103 is connected; the second coolant storage tank 201 stores the coolant needed for heat dissipation of the hydrogen fuel cell stack 209. The first cooling water pump 204 delivers the coolant into the hydrogen fuel cell stack 209. The thermostat 207 can adjust the temperature of the coolant entering the hydrogen fuel cell stack 209 to ensure that the coolant is within a stable temperature range before entering the hydrogen fuel cell stack 209, thereby improving the working stability of the hydrogen fuel cell stack 209. After the coolant flows out of the hydrogen fuel cell stack 209, it can enter the first radiator 208 for heat dissipation.

[0034] In some preferred embodiments of this utility model, the passenger cabin air conditioning system 3 includes a heat pump air conditioner 304, which is sequentially connected to a water switch valve 303, a second thermocouple temperature sensor 301, a third heat exchanger 308, a second cooling water pump 305, a compressor 307, and a condenser 306. The third heat exchanger 308 is also connected to a transmission component cooling system 5 and a first flow control valve 205. The third coolant storage tank 302 stores cooling water for the heat pump air conditioner 304. The cooling water is sent to the compressor 307 by the second cooling water pump 305 and then passes through the condenser 306 to achieve the cooling function. An evaporator can be selectively installed on the compressor 307 and the condenser 306 to meet the cooling requirements of the heat pump air conditioner 304. Alternatively, the third heat exchanger 308 can transfer heat to the hydrogen fuel cell stack cooling system 2 to achieve the heating function.

[0035] In some preferred embodiments of this utility model, the lithium-ion battery cooling system 4 includes a lithium-ion battery pack 404, which is sequentially connected to a second radiator 402, a second flow control valve 405, a first heat exchanger 105, a fourth coolant storage tank 401, and a third cooling water pump 403; the fourth coolant storage tank 401 stores the coolant required for cooling the lithium-ion battery pack 404, and the coolant is sent to the second radiator 402 for cooling by the third cooling water pump 403.

[0036] In some preferred embodiments of this utility model, the transmission component cooling system 5 includes a transmission component 506, which is sequentially connected to a drive motor 501, a third radiator 503, a third flow control valve 504, a second heat exchanger 505, a fifth coolant storage tank 508, and a fourth cooling water pump 507; the second heat exchanger 505 is also connected to the hydrogen fuel cell stack 209 and the third heat exchanger 508; the fifth coolant storage tank 508 stores the coolant required for cooling the drive motor 501 and the transmission component 506, and the coolant is sent to the third radiator 503 for cooling by the fourth cooling water pump 507, or heat exchange and transfer with the hydrogen fuel cell stack cooling system 2 through the second heat exchanger 505.

[0037] In some preferred embodiments of this utility model, a first coolant control valve 202 is provided at the connection between the second coolant storage tank 201 and the PTC heater 103; a second coolant control valve 203 is provided at the connection between the first flow control valve 205 and the first cooling water pump 204; a third coolant control valve 210 is provided at the connection between the first heat exchanger 105 and the first radiator 208; and a fourth coolant control valve 211 is provided at the connection between the hydrogen fuel cell stack 209 and the second heat exchanger 505; the first coolant control valve 202, the second coolant control valve 203, the third coolant control valve 210, and the fourth coolant control valve 211... The liquid control valves 211 are all improved from the three-way solenoid valves. They can be selected to connect any two or all three pipelines as needed. The pipeline flow can be adjusted according to the heat dissipation requirements. Furthermore, the coolant can be connected between the hydrogen fuel cell stack cooling system 2, the vehicle waste heat recovery system 1, and the passenger cabin air conditioning system 3 by adjusting the four coolant control valves. Heat exchange is achieved with the lithium-ion battery cooling system 4 and the transmission component cooling system 5 through the first heat exchanger 105 and the third heat exchanger 308. Finally, the interconnection of the pipelines of the five subsystems is realized. All five subsystem pipelines are made of stainless steel to enhance their corrosion resistance and rigidity.

[0038] It should be noted that the coolant material in the thermal management system piping is a mixture of ethylene glycol, glycerin, colorant, and purified water. The first flow control valve 205, the second flow control valve 405, and the third flow control valve 504 can adjust the coolant flow rate and velocity according to the actual heat dissipation requirements of each cooling subsystem.

[0039] In some preferred embodiments of this utility model, the inner surfaces of the first radiator 208, the second radiator 402 and the third radiator 503 are all equipped with finned heat exchange fins. The finned heat exchange fins increase the heat exchange area, and both the heat exchanger and the radiator are made of aluminum alloy to minimize their thermal resistance.

[0040] In some preferred embodiments of this utility model, the first heat exchanger 105, the second heat exchanger 505, and the third heat exchanger 308 are all placed in an insulated box, and the insulated box is filled with insulation material.

[0041] In some preferred embodiments of this utility model, a first cooling fan 206, a second cooling fan 406, and a third cooling fan 502 are respectively provided on one side of the first radiator 208, the second radiator 402, and the third radiator 503.

[0042] Detailed working process of this utility model:

[0043] like Figure 2 The diagram shows the cold start process of the thermal management system for this hydrogen fuel cell-lithium battery hybrid electric vehicle. First, based on the ambient temperature feedback from the first thermocouple temperature sensor 104, if the ambient temperature is below 0°C, the driver can choose to control the coolant control valve to connect the thermoelectric conversion device 101, the first coolant storage tank 102, the PTC heater 103, the first cooling water pump 204, the thermostat 207, and the hydrogen fuel cell stack 209 pipeline; and connect the lithium-ion battery cooling system 4 pipeline. The electrical energy stored in the thermoelectric conversion device 101 is used to drive the PTC heater 103 to heat the coolant in the first coolant storage tank 102. When the coolant temperature reaches 60°C, the first cooling water pump 204 is turned on, sending the coolant into the heat exchange channel 9 of the hydrogen fuel cell stack to help the internal gas channels, catalyst layer, microporous layer, and gas diffusion layer of the stack quickly increase in temperature, assisting in the cold start of the stack. The coolant flowing out of the stack can still transfer heat to the lithium-ion battery system through the first heat exchanger 105, helping the power battery quickly reach the ideal operating temperature.

[0044] like Figure 3The diagram shows the operation of the thermal management system of this hydrogen fuel cell-lithium battery hybrid electric vehicle in autumn and winter. When the external ambient temperature is low in autumn and winter, the ambient temperature fed back by the first thermocouple temperature sensor 104 and the second thermocouple temperature sensor 301 is below 15°C. The driver can choose to control the coolant control valve to connect the pipelines of the vehicle waste heat recovery system 1, hydrogen fuel cell stack cooling system 2, passenger cabin air conditioning system 3, lithium-ion battery cooling system 4 and transmission component cooling system 5, but not connect the pipelines of the first radiator 208 and the second coolant storage tank 201. At this time, the temperature of the hydrogen fuel cell stack 209 needs to be maintained at 60-80℃, and the temperature of the lithium-ion battery pack 404 needs to be maintained at 25℃. While meeting the temperature range requirements, excess heat can be transferred to the heat pump air conditioner 304 by the third heat exchanger 308 to maintain the temperature of the driver's cabin or passenger cabin above 18℃, providing a relatively comfortable environment for the driver or passengers. The heat generated by the transmission component cooling system 5 can be transferred to the main circuit by the second heat exchanger 505, and converted into electrical energy by the thermoelectric conversion device 101 and stored in the battery for cold start or for use in vehicle electrical appliances.

[0045] like Figure 4 The diagram shows the operation of the thermal management system of this hydrogen fuel cell-lithium battery hybrid electric vehicle during spring and summer. When the external ambient temperature is high during spring and summer, the ambient temperature fed back by the first thermocouple temperature sensor (104) and the second thermocouple temperature sensor (301) is above 25°C. The driver can then control the coolant control valve to connect the pipelines of the vehicle's waste heat recovery system 1, the hydrogen fuel cell stack cooling system 2, the lithium-ion battery cooling system 4, and the drive motor 501 and transmission components 506. At this time, while ensuring the hydrogen fuel cell stack 209 and the lithium-ion battery pack 404 operate at ideal temperatures, the excess waste heat generated by the hydrogen fuel cell stack 209, the lithium-ion battery pack 404, the drive motor 501, and the transmission components 506 can be converted into electrical energy by the thermoelectric conversion device 101. The first radiator 208 and the first cooling fan 206 need to be connected for auxiliary cooling. Since the electrical energy generated by the thermoelectric conversion device 101 is sufficient at this time, it can be directly used to drive the heat pump air conditioner 304 to cool the driver's cabin and passenger compartment or directly for other electrical appliances in the vehicle.

[0046] In the description of this utility model, it should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Unless otherwise explicitly specified and limited, the terms "provided with," "connected," etc., should be interpreted broadly. For example, "connection" 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 an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0047] The above description is merely a specific technical method of this utility model, but is not intended to limit it. Any equivalent substitutions or changes made by those skilled in the art based on the principles and spirit of this utility model, according to the technical solution and concept of this utility model, should be covered within the protection scope of this utility model.

Claims

1. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle, characterized in that, It includes a vehicle waste heat recovery system (1), a hydrogen fuel cell stack cooling system (2), a passenger cabin air conditioning system (3), a lithium-ion battery cooling system (4), and a transmission component cooling system (5). The vehicle waste heat recovery system (1) includes a thermoelectric conversion device (101) and a first heat exchanger (105). The first heat exchanger (105) is sequentially connected to a first thermocouple temperature sensor (104), a thermoelectric conversion device (101), a first coolant storage tank (102), and a PTC heater (103). The vehicle waste heat recovery system is connected to the lithium-ion battery cooling system (4) through the first heat exchanger (105). The hydrogen fuel cell stack cooling system (2) includes a hydrogen fuel cell stack (209), which is sequentially connected to a first radiator (208), a second coolant storage tank (201), a first cooling water pump (204), and a thermostat (207); the first cooling water pump (204) is also connected to a first flow control valve (205), which is sequentially connected to the passenger cabin air conditioning system (3), the transmission component cooling system (5), and the hydrogen fuel cell stack (209); The first radiator (208) is connected to the first heat exchanger (105), and the second coolant storage tank (201) is connected to the PTC heater (103).

2. The thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 1, characterized in that, The passenger cabin air conditioning system (3) includes a heat pump air conditioner (304), which is connected in sequence to a water switch valve (303), a second thermocouple temperature sensor (301), a third heat exchanger (308), a second cooling water pump (305), a compressor (307), and a condenser (306); the third heat exchanger (308) is also connected to a transmission component cooling system (5) and a first flow control valve (205).

3. The thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 2, characterized in that, The lithium-ion battery cooling system (4) includes a lithium-ion battery pack (404), which is connected in sequence to a second radiator (402), a second flow control valve (405), a first heat exchanger (105), a fourth coolant storage tank (401) and a third cooling water pump (403).

4. The thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 3, characterized in that, The transmission component cooling system (5) includes a transmission component (506), which is sequentially connected to a drive motor (501), a third radiator (503), a third flow control valve (504), a second heat exchanger (505), a fifth coolant storage tank (508), and a fourth cooling water pump (507); the second heat exchanger (505) is also connected to a hydrogen fuel cell stack (209) and a third heat exchanger (308).

5. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 4, characterized in that, A first coolant control valve (202) is provided at the connection between the second coolant storage tank (201) and the PTC heater (103), a second coolant control valve (203) is provided at the connection between the first flow control valve (205) and the first cooling water pump (204), a third coolant control valve (210) is provided at the connection between the first heat exchanger (105) and the first radiator (208), and a fourth coolant control valve (211) is provided at the connection between the hydrogen fuel cell stack (209) and the second heat exchanger (505).

6. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 4, characterized in that, The first heat exchanger (105), the second heat exchanger (505) and the third heat exchanger (308) are all placed in an insulated box and the insulated box is filled with insulation material.

7. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 4, characterized in that, The first heat sink (208), the second heat sink (402) and the third heat sink (503) are respectively provided with a first cooling fan (206), a second cooling fan (406) and a third cooling fan (502) on one side.

8. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 7, characterized in that, The inner surfaces of the first radiator (208), the second radiator (402) and the third radiator (503) are all equipped with finned heat exchange fins.

9. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 2, characterized in that, The heat pump air conditioner (304) is communicatively connected to the second thermocouple temperature sensor (301).

10. A thermal management system for a hydrogen fuel cell-lithium battery hybrid electric vehicle according to claim 5, characterized in that, The first coolant control valve (202), the second coolant control valve (203), the third coolant control valve (210) and the fourth coolant control valve (211) each have three pipes, and any two pipes or all three pipes can be interconnected as needed.

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