Thermal Management System for Fuel Cell Vehicles

Abstract

To provide a thermal management system for a fuel cell vehicle which improves cooling efficiency and cooling performance and improves safety and reliability.SOLUTION: The present disclosure relates to a thermal management system 10 for a fuel cell vehicle, the thermal management system including a cooling line 100 configured to allow a coolant to circulate through power electronic parts 400 of a vehicle, a cooling unit 110 provided in the cooling line and configured to cool the coolant, driving components 120 provided in the cooling line and configured to drive the vehicle, and a bypass line 200 having a first end, which is connected to the cooling line at a first point positioned between the driving components and an outlet of the cooling unit, and a second end, which is connected to the cooling line at a second point positioned between the driving components and an inlet of the cooling unit, so that it is possible to obtain an advantageous effect.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a thermal management system for a fuel cell vehicle, and more particularly to a thermal management system for a fuel cell vehicle that can improve cooling efficiency and cooling performance, and thereby improve safety and reliability. [Background technology]

[0002] Fuel cell vehicles (for example, hydrogen vehicles) produce their own electricity through a chemical reaction between fuel (hydrogen) and air (oxygen), which powers a motor and runs on the vehicle.

[0003] In general, fuel cell vehicles use hydrogen and oxygen (O 2 The system may include a fuel cell stack that produces electricity through an oxidation-reduction reaction of hydrogen, a fuel supply device that supplies fuel (hydrogen) to the fuel cell stack, an air supply device that supplies air (oxygen), which is an oxidant necessary for the electrochemical reaction, to the fuel cell stack, and a thermal management system (TMS) that removes heat generated from the fuel cell stack and the vehicle's electrical components to the outside of the system and controls the temperature of the fuel cell stack and the electrical components.

[0004] Meanwhile, recently, various attempts have been made to apply fuel cell systems not only to passenger cars (or commercial vehicles) but also to construction machinery.

[0005] In the case of passenger cars, the main purpose is to run, and since high heat is generated from the running parts (for example, the motor) that are responsible for running the vehicle while the vehicle is running, it is important to cool the parts involved in running the vehicle.

[0006] On the other hand, since the main purpose of construction machinery is to perform work (e.g., leveling, loading) while the machinery is stationary (when the machinery is stopped moving), it is important to cool the electrical components that operate when the machinery is stopped moving.

[0007] In this way, passenger cars primarily require cooling of the running parts while the car is moving, while construction machinery primarily requires cooling of the electrical components that operate while the car is stopped. This poses the problem that it is difficult to directly apply thermal management systems that are used in passenger cars to construction machinery.

[0008] In other words, if a thermal management system used in passenger cars is applied to construction machinery, there is a problem in that cooling water will be supplied to running parts that do not require cooling (e.g., the motor) even when the vehicle is stopped, resulting in an unavoidable decrease in the flow of the cooling water (a decrease in flow rate due to pressure loss).

[0009] In addition, if the flow of the coolant becomes weak, the cooling performance of the coolant decreases, so in order to ensure a sufficient flow of the coolant, an increase in power consumption of the pump that circulates the coolant is unavoidable, which causes a problem of a decrease in the cooling efficiency and performance of the electrical components that require cooling (electrical components that generate high heat when the vehicle is stopped).

[0010] Accordingly, various researches have been conducted recently to effectively cool electrical components that operate while the vehicle is stopped, but the results are still insufficient, and further development is required. Summary of the Invention [Problem to be solved by the invention]

[0011] An object of an embodiment of the present invention is to provide a thermal management system for a fuel cell vehicle that can improve cooling efficiency and cooling performance, and thereby improve safety and reliability.

[0012] In particular, an object of the embodiment of the present invention is to more effectively cool electrical components that generate high heat while the vehicle is parked, thereby improving the operating performance and efficiency of the electrical components.

[0013] Another object of the present invention is to ensure the flow of cooling water and reduce power consumption.

[0014] Another object of the present invention is to improve the cooling efficiency of the oil circulating along the oil circulation line.

[0015] Another object of the present invention is to simplify the structure and improve design freedom and space utilization.

[0016] The problems to be solved by the embodiments are not limited to those described above, but also include the means for solving the problems described below and the objectives and effects that can be grasped from the embodiments. [Means for solving the problem]

[0017] According to a preferred embodiment of the present invention for achieving the above-mentioned object of the present invention, a thermal management system for a fuel cell vehicle includes a cooling line through which coolant circulates through power electronic parts of the vehicle, a cooling unit provided in the cooling line for cooling the coolant, running parts provided in the cooling line for driving the vehicle, and a bypass line having a first end connected to the cooling line at a first point located between the running parts and an outlet of the cooling unit and a second end connected to the cooling line at a second point located between the running parts and an inlet of the cooling unit.

[0018] This is to improve the cooling efficiency and cooling performance of the fuel cell vehicle, and thereby improve safety and reliability.

[0019] That is, if cooling water is supplied to running parts (e.g., motors) that do not require cooling even when the vehicle is stopped, a decrease in the flow of the cooling water (a decrease in the flow rate due to pressure loss) is unavoidable. In addition, if the flow of the cooling water weakens, the cooling performance of the cooling water decreases, so there is a problem that an increase in the power consumption of the pump that circulates the cooling water is unavoidable in order to ensure a sufficient flow of the cooling water, and there is a problem that the cooling efficiency and cooling performance of the electrical components that require cooling (electrical components that generate high heat when the vehicle is stopped) are reduced.

[0020] However, an embodiment of the present invention has the advantageous effect of improving the cooling efficiency and cooling performance of a fuel cell vehicle, thereby improving safety and reliability, by selectively passing the cooling water circulating along the cooling line through the running parts.

[0021] Above all, the embodiments of the present invention ensure a smooth flow of coolant by directing the coolant through the moving parts (to cool the moving parts) or not (bypassing along a bypass line without passing through the moving parts) depending on whether the vehicle is moving (e.g., moving or stopped), thereby minimizing the power consumption of the pump that moves the coolant, and achieving the advantageous effect of improving the cooling efficiency of electrical components that require cooling (e.g., electrical components that generate high heat when the vehicle is stopped).

[0022] This is because the running parts generate heat while the vehicle is running, but the heat generation of the running parts is minimized (for example, the heat generation becomes low enough that cooling is not necessary) when the vehicle is stopped.By bypassing the cooling water along the bypass line without passing through the running parts (circulating along the cooling line without passing through the running parts) when the vehicle is stopped, the circulation path of the cooling water passing through the electrical components is shortened and the cooling effect of the cooling water can be concentrated on the electrical components, thereby improving the cooling efficiency of the electrical components by the cooling water, and obtaining the advantageous effect of improving safety and reliability.

[0023] According to a preferred embodiment of the present invention, a thermal management system for a fuel cell vehicle may include a first valve provided in a cooling line to be positioned at a first point and to which a first end of a bypass line is connected, and the first valve may selectively switch a flow path of the cooling water to a running component or the bypass line.

[0024] For example, the first valve can switch the flow path of the cooling water to the traveling parts when the vehicle is running, and can switch the flow path of the cooling water to the bypass line when the vehicle is stopped.

[0025] According to a preferred embodiment of the present invention, the thermal management system for a fuel cell vehicle may include a pump provided in the cooling line between the outlet of the cooling section and the running parts to force the cooling water to flow, and a first end of the bypass line may be connected to the cooling line between the pump and the running parts.

[0026] For reference, in the embodiment of the present invention, a running part of a vehicle may be understood to be a part that is responsible for the running of the vehicle (a part that is necessary for the running of the vehicle).

[0027] The types and numbers of the traveling parts may be variously changed depending on the required conditions and design specifications.

[0028] For example, the traveling part may include a motor that provides a driving force required for traveling the vehicle, and may also include an inverter that is provided in the cooling line between the first point and the traveling part and converts a current applied to the motor.

[0029] The connection structure of the bypass line and the cooling line may be variously changed according to required conditions and design specifications.

[0030] According to a preferred embodiment of the present invention, the cooling line may include a first line connecting the outlet of the cooling section and the pump, a second line connecting the pump and the running part, a third line connected in parallel to the second line and connecting the pump and the running part, and a fourth line connecting the running part and the inlet of the cooling section, and a first end of the bypass line may be connected to the second line and a second end of the bypass line may be connected to the fourth line.

[0031] According to a preferred embodiment of the present invention, a thermal management system for a fuel cell vehicle may include a connecting line having an inlet end connected to the third line and an outlet end connected to the bypass line.

[0032] According to a preferred embodiment of the present invention, the thermal management system for a fuel cell vehicle may include a second valve provided in the third line and connected to the inlet end of the connecting line.

[0033] According to a preferred embodiment of the present invention, a thermal management system for a fuel cell vehicle may include an oil circulation line provided in a vehicle through which oil circulates, and a heat exchanger for mutual heat exchange between the coolant and the oil.

[0034] In this manner, the embodiment of the present invention can advantageously achieve the effect of improving the oil cooling performance by allowing the cooling water circulating along the cooling line and the oil circulating along the oil circulation line to exchange heat with each other through the heat exchanger.

[0035] Above all, the embodiment of the present invention can lower the oil temperature without increasing the capacity of the oil cooling section (a cooling section that cools the oil circulating along the oil circulation line) by mutually exchanging heat between the cooling water and the oil, thereby achieving the advantageous effects of simplifying the structure and improving design freedom and space utilization.

[0036] In particular, embodiments of the present invention can further reduce the oil temperature even when a vehicle (e.g., construction machinery) is stopped and cannot utilize the wind generated by running, thereby providing the advantageous effect of improving the stability and reliability of components to which the oil is supplied.

[0037] According to a preferred embodiment of the present invention, a thermal management system for a fuel cell vehicle can include an oil pump provided in an oil circulation line to force oil to flow, and an oil cooling section provided in the oil circulation line to cool the oil.

[0038] Preferably, the thermal management system for a fuel cell vehicle includes a heat exchange line connected to the cooling line between the outlet of the cooling section and the running part, and the oil circulation line and the heat exchange line may be provided to pass through the heat exchanger.

[0039] In this way, by providing a heat exchanger in a heat exchange line branched off from the cooling line, heat exchange between the oil and the coolant can be selectively performed depending on whether the vehicle is running or not (e.g., whether the vehicle is running or stopped).

[0040] More preferably, the thermal management system for a fuel cell vehicle may include a third valve provided in the cooling line and connected to one end of the heat exchange line.

[0041] In accordance with a preferred embodiment of the present invention, the third valve is capable of selectively cutting off the cooling water supplied to the heat exchange line based on the temperature of the oil.

[0042] According to a preferred embodiment of the present invention, the third valve can selectively cut off the cooling water supplied to the heat exchange line based on the temperature of the cooling water.

[0043] In this manner, the embodiment of the present invention can advantageously minimize the effects of heat exchange between the coolant and oil (e.g., a decrease in the cooling performance of electrical components and running components due to an increase in the temperature of the coolant) by selectively cutting off the coolant supplied to the heat exchange line based on the temperature of the coolant. [Brief description of the drawings]

[0044] [Figure 1] 1 is a diagram for explaining a thermal management system for a fuel cell vehicle according to an embodiment of the present invention; [Diagram 2] 1 is a diagram illustrating a thermal management system for a fuel cell vehicle according to an embodiment of the present invention, for explaining a flow of coolant when the vehicle is running; [Diagram 3] 1 is a diagram illustrating a flow of coolant in a fuel cell vehicle thermal management system according to an embodiment of the present invention when the vehicle is stopped; [Figure 4] 1 is a diagram illustrating an oil circulation line in a thermal management system for a fuel cell vehicle according to an embodiment of the present invention; [Diagram 5]1 is a diagram illustrating an oil circulation line in a thermal management system for a fuel cell vehicle according to an embodiment of the present invention; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0045] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

[0046] However, the technical concept of the present invention is not limited to the embodiments described, and may be embodied in various different forms, and one or more of the components of the embodiments may be selectively combined or substituted within the scope of the technical concept of the present invention.

[0047] Furthermore, unless otherwise clearly defined and described, terms (including technical and scientific terms) used in the embodiments of the present invention may be interpreted in a manner that would be commonly understood by a person having ordinary knowledge in the technical field to which the present invention belongs, and commonly used terms, such as terms defined in a dictionary, may be interpreted in light of the contextual meaning of the relevant art.

[0048] Furthermore, the terms used in the embodiments of the present invention are intended to describe the embodiments and are not intended to limit the present invention.

[0049] In this specification, the singular can include the plural unless otherwise specified in the text, and when describing "A and (and) at least one (or more) of B and C", it can include one or more of all possible combinations of A, B, and C.

[0050] Additionally, in describing components of embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used.

[0051] Such terms are used merely to distinguish a component from other components, and do not limit the essence, order, sequence, or the like of the components.

[0052] Furthermore, when a component is described as being "coupled," "coupled," or "connected" to another component, this includes not only cases where the component is directly coupled, coupled, or connected to the other component, but also cases where the component is "coupled," "coupled," or "connected" between the other component and the other component or by other components.

[0053] In addition, when described as being formed or disposed "above or below" each component, above or below includes not only the case where two components are in direct contact with each other, but also the case where one or more other components are formed or disposed between the two components. In addition, when expressed as "above or below," it can include not only the upper direction based on one component, but also the lower direction.

[0054] As shown in Figures 1 to 5, a thermal management system 10 for a fuel cell vehicle according to an embodiment of the present invention includes a cooling line 100 through which coolant circulates via power electronic parts 400 of the vehicle, a cooling unit 110 provided in the cooling line 100 to cool the coolant, a running part 120 provided in the cooling line 100 to control the running of the vehicle, and a bypass line 200 having a first end connected to the cooling line 100 at a first point located between the running part 120 and the outlet of the cooling unit 110 and a second end connected to the cooling line 100 at a second point located between the running part 120 and the inlet of the cooling unit 110.

[0055] For reference, the cooling line 100 in an embodiment of the present invention, together with the fuel cell cooling line 20 passing through the fuel cell stack 30, may form a TMS line (not shown) through which cooling water (e.g., water) can flow while exchanging heat, and the cooling water may be used as a cooling medium or a heat medium on the TMS line.

[0056] The fuel cell cooling line 20 passes through the fuel cell stack 30 , and cooling water can circulate along the fuel cell cooling line 20 .

[0057] The fuel cell cooling line 20 can form a cooling loop that cools the coolant or a heating loop that heats (heats) the coolant based on the state of the vehicle. For example, the fuel cell cooling line 20 can form a heating loop to ensure cold start capability in the initial start state, and a cooling loop to release heat generated from the fuel cell stack 30 to the outside while the vehicle is running.

[0058] The fuel cell cooling line 20 may be provided with a fuel cell cooling section 22 (e.g., a radiator) for cooling the cooling water circulating along the fuel cell cooling line 20, and the fuel cell cooling section 22 may be cooled by a cooling fan (not shown) that blows outside air.

[0059] Preferably, the fuel cell cooling unit 22 may be cooled simultaneously with the cooling unit 110 of the cooling line 100 by one cooling fan. In this manner, by simultaneously cooling the cooling unit 110 of the cooling line 100 and the fuel cell cooling unit 22 by only one cooling fan, the structure can be simplified, and design freedom and space utilization can be improved, and the advantageous effect of minimizing power consumption for cooling the cooling unit 110 of the cooling line 100 and the fuel cell cooling unit 22 can be obtained.

[0060] For reference, the fuel cell stack 30 may be formed in various structures capable of producing electricity through an oxidation-reduction reaction between a fuel (eg, hydrogen) and an oxidant (eg, air).

[0061] For example, the fuel cell stack 30 includes a membrane electrode assembly (MEA) (not shown) having catalytic electrode layers attached to both sides of an electrolyte membrane through which hydrogen ions move, where electrochemical reactions occur, a gas diffusion layer (GDL) (not shown) that evenly distributes the reactant gas and transfers the generated electrical energy, gaskets and fasteners (not shown) for maintaining airtightness and appropriate fastening pressure for the reactant gas and coolant, and a bipolar plate (not shown) for moving the reactant gas and coolant.

[0062] More specifically, hydrogen as a fuel and air (oxygen) as an oxidant are supplied from the fuel cell stack 30 to the anode and cathode of the membrane electrode assembly, respectively, through the flow paths of the separator plate, whereby hydrogen is supplied to the anode and air is supplied to the cathode.

[0063] Hydrogen supplied to the anode is decomposed into hydrogen ions (protons) and electrons by the catalyst in the electrode layers on both sides of the electrolyte membrane, and only the hydrogen ions are selectively transferred to the cathode through the electrolyte membrane, which is a cation exchange membrane, while the electrons are transferred to the cathode through the conductor gas diffusion layer and separator.

[0064] In the cathode, hydrogen ions supplied through the electrolyte membrane and electrons transferred through the separator react with oxygen in the air supplied to the cathode by an air supply device to produce water. The movement of hydrogen ions causes a flow of electrons through an external conductor, and this flow of electrons generates an electric current.

[0065] The cooling line 100 is provided to pass through an electrical component 400 of the vehicle, and the cooling water circulates along the cooling line 100.

[0066] Here, the electrical components 400 of the vehicle may be understood as components that use the vehicle's power source (e.g., power generated by a fuel cell stack) as an energy source, and the present invention is not limited or restricted by the type and number of the electrical components 400 of the vehicle.

[0067] For example, the electrical components 400 may include at least one of a BHDC (Bi-directional High voltage DC-DC Converter) 410 provided between the fuel cell stack 30 and the vehicle's high voltage battery (not shown), a BPCU (Blower Pump Control Unit) 420 that controls a blower (not shown) that supplies outside air for driving the fuel cell stack 30, an air compressor (ACP: Air Compressor) 430 that compresses the air supplied to the fuel cell stack 30, an air cooler 440, and an LDC (Low-Voltage DC-DC Converter) 450 that converts the high DC voltage supplied from the high voltage battery to a low DC voltage.

[0068] The cooling unit 110 is provided in the cooling line 100 and cools the cooling water circulating along the cooling line 100 .

[0069] The cooling unit 110 may be any of various cooling means capable of cooling the cooling water, and the present invention is not limited to the type and structure of the cooling unit 110 .

[0070] For example, the cooling unit 110 may include a radiator. As the radiator, various radiators capable of cooling the coolant may be used, and the present invention is not limited or restricted by the type and structure of the radiator. According to another embodiment of the present invention, a water-cooling type cooling means may be used as the cooling unit.

[0071] Additionally, the cooling unit 110 may be connected to a reservoir (not shown) in which cooling water is stored.

[0072] According to a preferred embodiment of the present invention, the thermal management system 10 for a fuel cell vehicle may include a pump 130 provided in the cooling line 100 between the outlet of the cooling section 110 and the running parts 120 to force the flow of cooling water.

[0073] For reference, in an embodiment of the present invention, the inlet of the cooling unit 110 may be defined as an inlet through which cooling water flows into the cooling unit 110. Also, the outlet of the cooling unit 110 may be defined as an outlet through which cooling water that has passed through the cooling unit 110 is discharged.

[0074] The pump 130 may be any common pumping means capable of pumping cooling water, and the present invention is not limited or restricted by the type and characteristics of the pump 130.

[0075] The running parts 120 are provided in the cooling line 100 to take charge of the running of the vehicle.

[0076] In an embodiment of the present invention, the vehicle's running parts 120 may be understood as parts that are responsible for the running of the vehicle (parts necessary for the running of the vehicle), and the present invention is not limited or restricted by the type and number of the running parts 120.

[0077] For example, the driving components 120 may include a motor 122 that provides the driving force required for driving the vehicle, an inverter 124 that converts the current applied to the motor 122, and the like.

[0078] The bypass line 200 is provided so that the cooling water circulating along the cooling line 100 does not selectively pass through the running part 120 (so that the cooling water is bypassed without passing through the running part).

[0079] More specifically, the bypass line 200 is provided to allow the cooling water to either pass through the running parts 120 (to cool the running parts) or not (to be bypassed along the bypass line without passing through the running parts) depending on whether the vehicle is running (e.g., whether it is running or stopped).

[0080] This is to shorten the circulation path of the cooling water passing through the electrical component 400 while the vehicle is stopped, and to concentrate the cooling effect of the cooling water on the electrical component 400 .

[0081] That is, if cooling water is supplied to running parts (e.g., motor) that do not require cooling even when the vehicle is stopped, the flow of the cooling water will be weakened (a decrease in flow rate due to pressure loss). In addition, if the flow of the cooling water is weakened, the cooling performance of the cooling water will be reduced, so there is a problem that an increase in power consumption of the pump that circulates the cooling water is unavoidable in order to ensure a sufficient flow of the cooling water, and there is a problem that the cooling efficiency and cooling performance of the electrical parts that require cooling (electrical parts that generate high heat when the vehicle is stopped) will be reduced.

[0082] However, in an embodiment of the present invention, the coolant passes through the running parts 120 or is bypassed along the bypass line 200 without passing through the running parts 120 depending on whether the vehicle is running or stopped, thereby ensuring a smooth flow of the coolant, minimizing the power consumption of the pump 130 that flows the coolant, and achieving the advantageous effect of improving the cooling efficiency of the electrical components 400 that require cooling (e.g., electrical components that generate high heat when the vehicle is stopped).

[0083] This is because the running parts 120 generate heat while the vehicle is running, but the heat generated by the running parts 120 is minimized (for example, the heat generated becomes low enough that cooling is not necessary) when the vehicle is stopped. When the vehicle is stopped, the cooling water is bypassed along the bypass line 200 without passing through the running parts 120 (circulated along the cooling line without passing through the running parts). This shortens the circulation path of the cooling water passing through the electrical component 400 and concentrates the cooling effect of the cooling water on the electrical component 400, thereby improving the cooling efficiency of the electrical component 400 by the cooling water, and providing the advantageous effect of improving safety and reliability.

[0084] According to a preferred embodiment of the present invention, a first end (e.g., the left end in reference to FIG. 1) of the bypass line 200 may be connected to the cooling line 100 at a first point located between the running part 120 and the outlet of the cooling section 110, and a second end (e.g., the right end in reference to FIG. 1) of the bypass line 200 may be connected to the cooling line 100 at a second point located between the running part 120 and the inlet of the cooling section 110.

[0085] Preferably, a first end of the bypass line 200 may be connected to the cooling line 100 between the pump 130 and the running parts 120 .

[0086] According to a preferred embodiment of the present invention, the thermal management system 10 for a fuel cell vehicle may include a first valve 140 provided in the cooling line 100 to be located at a first point and to which a first end of the bypass line 200 is connected.

[0087] The first valve 140 is provided to selectively switch the flow path of the cooling water to the running part 120 (eg, a motor) or to the bypass line 200 .

[0088] Preferably, when the vehicle is running, the first valve 140 switches the flow path of the cooling water to the traveling component 120 so that the cooling water passes through the traveling component 120. On the other hand, when the vehicle is stopped, the first valve 140 can switch the flow path of the cooling water to the bypass line 200 so that the cooling water bypasses the traveling component 120.

[0089] As the first valve 140, various valve means capable of selectively switching the flow path of the cooling water to the traveling part 120 or the bypass line 200 may be used, and the present invention is not limited or restricted by the type and structure of the first valve 140.

[0090] For example, a typical three-way valve may be used as the first valve 140. More specifically, the first valve 140 includes a first-1 port 142 connected to the cooling line 100 so that the cooling water pumped by the pump 130 flows in, a first-2 port 144 connected to the cooling line 100 so that the cooling water passing through the first valve 140 flows in the motor 122, and a first-3 port 146 connected to a first end of the bypass line 200.

[0091] By opening and closing the 1-2 port 144 and the 1-3 port 146 of the first valve 140, the flow path of the cooling water can be selectively switched to either the traveling part 120 or the bypass line 200.

[0092] That is, when the 1-2 port 144 is opened and the 1-3 port 146 is closed, the cooling water passing through the first valve 140 may flow into the running part 120. Conversely, when the 1-3 port 146 is opened and the 1-2 port 144 is closed, the cooling water passing through the first valve 140 may flow into the cooling unit 110 via the bypass line 200 without passing through the running part 120.

[0093] The connection structure between the bypass line 200 and the cooling line 100 may be variously changed according to required conditions and design specifications.

[0094] According to a preferred embodiment of the present invention, the cooling line 100 may include a first line 102 connecting the outlet of the cooling section 110 to the pump 130, a second line 104 connecting the pump 130 to the running part 120, a third line 106 connected in parallel to the second line 104 to connect the pump 130 to the running part 120, and a fourth line 108 connecting the running part 120 to the inlet of the cooling section 110, and a first end of a bypass line 200 may be connected to the second line 104 and a second end of the bypass line 200 may be connected to the fourth line 108.

[0095] In the following, an example will be described in which some of the electrical components 400 (e.g., BHDC, BPCU, air compressor, air cooler) are provided in the third line 106, and the rest of the electrical components 400 (e.g., LDC) are provided in the second line 104.

[0096] Preferably, the motor 122 may be provided in the second line 104 and the inverter may be provided in the cooling line 100 (eg, the second line) between the first point (first valve 140) and the motor 122.

[0097] According to a preferred embodiment of the present invention, the fuel cell vehicle thermal management system 10 may include a connecting line 300 having an inlet end connected to the third line 106 and an outlet end connected to the bypass line 200 .

[0098] The connecting line 300 is provided to selectively prevent the cooling water circulating along the third line 106 from passing through the motor 122 (so that the cooling water is bypassed to the bypass line without passing through the motor).

[0099] According to a preferred embodiment of the present invention, one end of the connecting line 300 (e.g., the upper end in reference to FIG. 1) may be connected to the third line 106 from the most downstream point of the third line 106 (e.g., downstream of the air cooler), and the other end of the connecting line 300 (e.g., the lower end in reference to FIG. 1) may be connected to the bypass line 200.

[0100] According to a preferred embodiment of the present invention, the fuel cell vehicle thermal management system 10 may include a second valve 150 provided in the third line 106 to which an inlet end of the connection line 300 is connected.

[0101] The second valve 150 is provided to switch the flow path of the cooling water supplied to the third line 106 to the motor 122 or the bypass line 200 .

[0102] Preferably, the second valve 150 switches the flow path of the cooling water to the motor 122 so that the cooling water passes through the motor 122 when the vehicle is running, and switches the flow path of the cooling water to the bypass line 200 so that the cooling water bypasses the motor 122 when the vehicle is stopped.

[0103] As the second valve 150, various valve means that can selectively switch the flow path of the cooling water to the traveling part 120 (e.g., the motor) or the bypass line 200 may be used, and the present invention is not limited or restricted by the type and structure of the second valve 150.

[0104] For example, a typical three-way valve may be used as the second valve 150. More specifically, the second valve 150 includes a second-1 port 152 connected to the third line 106 so that the cooling water passing through the air cooler 440 flows in, a second-2 port 154 connected to the third line 106 so that the cooling water passing through the second valve 150 flows in to the motor 122, and a second-3 port 156 connected to one end of the connection line 300.

[0105] By opening and closing the 2-2 port 154 and the 2-3 port 156 of the second valve 150, the flow path of the cooling water can be selectively switched to either the motor 122 or the bypass line 200.

[0106] That is, when the 2-2 port 154 is opened and the 2-3 port 156 is closed, the cooling water passing through the second valve 150 may flow into the motor 122. Conversely, when the 2-3 port 156 is opened and the 2-2 port 154 is closed, the cooling water passing through the second valve 150 may flow into the cooling unit 110 along the bypass line 200 via the connecting line 300 without passing through the motor 122.

[0107] Meanwhile, in the embodiment of the present invention described above and illustrated, an example is given in which the second line 104 and the third line 106 constituting the cooling line 100 are connected in parallel, but according to another embodiment of the present invention, it is also possible to connect the second line and the third line in series.

[0108] According to a preferred embodiment of the present invention, the thermal management system 10 for a fuel cell vehicle may include an oil circulation line 500 provided in a vehicle through which oil circulates, and a heat exchanger 600 for mutual heat exchange between the coolant and the oil.

[0109] In this manner, the embodiment of the present invention has the advantageous effect of improving the oil cooling performance by allowing the cooling water circulating along the cooling line 100 and the oil circulating along the oil circulation line 500 to exchange heat with each other through the heat exchanger 600.

[0110] Above all, the embodiment of the present invention can lower the oil temperature without increasing the capacity of the oil cooling section 520 (a cooling section that cools the oil circulating along the oil circulation line) by mutually exchanging heat between the cooling water and the oil, thereby achieving the advantageous effect of simplifying the structure and improving design freedom and space utilization.

[0111] In particular, embodiments of the present invention can further reduce the oil temperature even when a vehicle (e.g., construction machinery) is stopped and cannot utilize the wind generated by running, thereby providing the advantageous effect of improving the stability and reliability of components to which the oil is supplied.

[0112] The heat exchanger 600 may be formed in various structures capable of mutually exchanging heat between the coolant and the oil, and the present invention is not limited or restricted by the type and structure of the heat exchanger 600.

[0113] Preferably, the oil circulation line 500 and the heat exchange line 610 may be provided routed (eg, passing) through the heat exchanger 600 .

[0114] More specifically, the thermal management system 10 for a fuel cell vehicle may include an oil pump 510 provided in the oil circulation line 500 to force the oil to flow, and an oil cooling unit 520 provided in the oil circulation line 500 to cool the oil.

[0115] As the oil pump 510, a general pumping means capable of pumping oil may be used, and the present invention is not limited or restricted by the type and characteristics of the oil pump 510.

[0116] The oil cooling unit 520 may use various cooling means capable of cooling the oil, and the present invention is not limited or restricted by the type and structure of the oil cooling unit 520.

[0117] For example, the oil cooling unit 520 may include a radiator. As the radiator, various radiators capable of cooling oil may be used, and the present invention is not limited or restricted by the type and structure of the radiator. According to another embodiment of the present invention, a water-cooling type cooling means may be used as the oil cooling unit.

[0118] Preferably, the thermal management system 10 for a fuel cell vehicle includes a heat exchange line 610 connected to the cooling line 100 between the outlet of the cooling section 110 and the running part 120, and the oil circulation line 500 and the heat exchange line 610 may be provided to pass through the heat exchanger 600.

[0119] In this manner, by providing the heat exchanger 600 in the heat exchange line 610 branched off from the cooling line 100, heat exchange between the oil and the coolant may be selectively performed depending on whether the vehicle is running or not (e.g., whether the vehicle is running or stopped).

[0120] More preferably, the fuel cell vehicle thermal management system 10 may include a third valve 620 provided in the cooling line 100 and connected to one end of the heat exchange line 610 .

[0121] The third valve 620 is provided to selectively switch the flow path of the cooling water to the heat exchanger 600 or the pump 130 (a path that does not pass through the heat exchanger) so that the cooling water supplied to the heat exchange line 610 can be selectively blocked.

[0122] As the third valve 620, various valve means capable of selectively switching the flow path of the cooling water to the pump 130 or the heat exchanger 600 may be used, and the present invention is not limited or restricted by the type and structure of the third valve 620.

[0123] For example, a typical three-way valve may be used as the third valve 620. More specifically, the third valve 620 includes a third-1 port 622 connected to the cooling line 100 so that the cooling water passing through the cooling unit 110 flows in, a third-2 port 624 connected to the cooling line 100 so that the cooling water passing through the third valve 620 flows in to the pump 130, and a third-3 port 626 connected to one end of the heat exchange line 610.

[0124] By opening and closing the 3-2 port 624 and the 3-3 port 626 of the third valve 620, the flow path of the cooling water can be selectively switched to either the pump 130 or the heat exchanger 600.

[0125] That is, when the 3-2 port 624 is opened and the 3-3 port 626 is closed, the cooling water passing through the third valve 620 may directly flow into the pump 130 without passing through the heat exchanger 600. Conversely, when the 3-3 port 626 is opened and the 3-2 port 624 is closed, the cooling water passing through the third valve 620 may pass through the heat exchanger 600 and then flow along the cooling line 100 into the pump 130.

[0126] Preferably, the third valve 620 can selectively shut off the cooling water supplied to the heat exchange line 610 based on the temperature of the oil.

[0127] For example, if the oil temperature is lower than a preset reference oil temperature, the third valve 620 can switch the flow path of the cooling unit 110 to the pump 130 (cut off the cooling water supplied to the heat exchange line) so that the cooling water does not pass through the heat exchanger 600. On the other hand, if the oil temperature is higher than a preset reference oil temperature, the third valve 620 can switch the flow path of the cooling water to the heat exchanger 600 so that the cooling water passes through the heat exchanger 600.

[0128] More preferably, the third valve 620 can selectively cut off the cooling water supplied to the heat exchange line 610 based on the temperature of the cooling water (for example, the temperature of the cooling water that has passed through the cooling section).

[0129] For example, if the temperature of the cooling water that has passed through the cooling unit 110 is higher than a preset reference temperature of the cooling water, the third valve 620 can switch the flow path of the cooling unit 110 to the pump 130 (blocking the cooling water supplied to the heat exchange line) so that the cooling water does not pass through the heat exchanger 600. On the other hand, if the temperature of the cooling water that has passed through the cooling unit 110 is lower than a preset reference temperature of the cooling water, the third valve 620 can switch the flow path of the cooling water to the heat exchanger 600 so that the cooling water passes through the heat exchanger 600.

[0130] In this manner, the embodiment of the present invention provides the advantageous effect of minimizing the effects of heat exchange between the coolant and oil (e.g., a decrease in the cooling performance of electrical components and running components due to an increase in the temperature of the coolant) by supplying the coolant to the heat exchange line 610 only when the temperature of the coolant is lower than a previously set reference temperature of the coolant.

[0131] The flow of the cooling water depending on whether the vehicle is running or not will be described below.

[0132] As shown in FIG. 2, when the vehicle is running, the cooling water that passes through the cooling section 110 can flow along the first line 102, the second line 106, the third line 104 and the fourth line 108 to cool all of the electrical components 400 and the running components 120.

[0133] 3, when the vehicle is stopped, the 1-3 port 146 of the first valve 140 is opened and the 1-2 port 144 is closed, so that the cooling water passing through the first valve 140 can flow into the cooling unit 110 via the bypass line 200 without passing through the traveling component 120. Thus, the cooling water can cool only the electrical component 400 without cooling the traveling component 120.

[0134] Similarly, when the vehicle is stopped, the 2-3 port 156 of the second valve 150 is opened and the 2-2 port 154 is closed, so that the cooling water passing through the second valve 150 can immediately flow into the cooling unit 110 along the bypass line 200 via the connecting line 300 without passing through the motor 122. Thus, the cooling water can cool only the electrical components 400 without cooling the traveling components 120.

[0135] On the other hand, as shown in FIG. 4, when the vehicle is stopped (or running), the oil circulating along the oil circulation line 500 can be cooled by the oil cooling section 520 at the same time that the coolant circulates along the cooling line 100.

[0136] For example, when the oil temperature is higher than the reference oil temperature (or when the cooling water temperature is lower than the reference cooling water temperature), the 3-3 port 626 of the third valve 620 is opened and the 3-2 port 624 is closed, so that the cooling water passing through the third valve 620 can flow into the pump 130 along the cooling line 100 after passing through the heat exchanger 600. By passing the cooling water through the heat exchanger 600 in this manner, the cooling water circulating along the cooling line 100 and the oil circulating along the oil circulation line 500 can mutually exchange heat through the heat exchanger 600, so that the oil circulating through the oil circulation line 500 can be cooled by the oil cooling unit 520 and at the same time by heat exchange with the cooling water.

[0137] 5, when the oil temperature is lower than the reference oil temperature (or when the coolant temperature is higher than the reference coolant temperature), the 3-2 port 624 of the third valve 620 is opened and the 3-3 port 626 is closed, so that the coolant passing through the third valve 620 can directly flow into the pump 130 without passing through the heat exchanger 600. In this case, the oil circulating along the oil circulation line 500 can be cooled solely by the oil cooling unit 520.

[0138] As described above, according to the present invention, it is possible to obtain advantageous effects of improving cooling efficiency and cooling performance, and improving safety and reliability.

[0139] In particular, according to the embodiment of the present invention, the circulation path of the coolant passing through the electrical components while the vehicle is stopped can be shortened, and the cooling effect of the coolant can be concentrated on the electrical components. Therefore, the electrical components that generate high heat while the vehicle is stopped can be more effectively cooled, and the advantageous effect of improving the operating performance and efficiency of the electrical components can be obtained.

[0140] In addition, according to the embodiment of the present invention, the advantageous effect of ensuring the flow of cooling water and reducing power consumption can be obtained.

[0141] Furthermore, according to the embodiment of the present invention, it is possible to obtain an advantageous effect of improving the cooling efficiency of the oil circulating along the oil circulation line.

[0142] Furthermore, according to the embodiment of the present invention, it is possible to obtain advantageous effects such as simplifying the structure, improving design freedom, and improving space utilization.

[0143] Although the above description focuses on the embodiment, this is merely an example and does not limit the present invention. A person having ordinary skill in the art to which the present invention pertains should understand that various modifications and applications not exemplified above are possible within the scope of the essential characteristics of the present embodiment. For example, each component specifically illustrated in the embodiment can be modified and implemented. Differences related to such modifications and applications should be interpreted as being included in the scope of the present invention defined in the claims. [Explanation of symbols]

[0144] 10 Thermal management system for fuel cell vehicles 20 Fuel cell cooling line 22 Fuel cell cooling section 30 Fuel Cell Stack 100 Cooling Line 102 First Line 104 2nd Line 106 3rd Line 108 4th Line 110 Cooling section 120 Running parts 122 Motor 124 Inverter 130 Pump 140 First Valve 142 Port 1-1 144 Port 1-2 146 Ports 1-3 150 2nd valve 152 Port 2-1 154 No. 2-2 Port 156 Port 2-3 200 Bypass Line 300 Connecting Lines 400 Electrical Parts 410 BHDC 420 BPCU 430 Air Compressor 440 Air cooler 450 LDC 500 Oil Circulation Line 510 Oil pump 520 Oil cooling section 600 heat exchanger 610 Heat Exchange Line 620 3rd valve 622 Port 3-1 624 Port 3-2 626 Port 3-3

Claims

1. 1. A thermal management system for a fuel cell vehicle, comprising: Cooling lines that circulate cooling water through the vehicle's power electronic parts; a cooling section provided in the cooling line for cooling the cooling water; a running part provided in the cooling line and responsible for running of the vehicle; a bypass line having a first end connected to the cooling line at a first point located between the running part and the outlet of the cooling section and a second end connected to the cooling line at a second point located between the running part and the inlet of the cooling section; and a connecting line connected between the bypass line and the cooling line; A thermal management system for a fuel cell vehicle.

2. a first valve provided in the cooling line to be located at the first point and connected to the first end of the bypass line; The thermal management system for a fuel cell vehicle according to claim 1 , wherein the first valve switches a flow path of the cooling water to the traveling parts or the bypass line.

3. The first valve is When the vehicle is traveling, the flow path of the cooling water is switched to the traveling component; 3. The thermal management system for a fuel cell vehicle according to claim 2, wherein the flow path of the cooling water is switched to the bypass line when the vehicle is stopped.

4. a pump provided in the cooling line between an outlet of the cooling unit and the traveling part to forcibly flow the cooling water; The thermal management system for a fuel cell vehicle according to claim 1 , wherein the first end of the bypass line is coupled to the cooling line between the pump and the running parts.

5. The thermal management system for a fuel cell vehicle according to claim 1 , wherein the running components include a motor that provides a driving force required for running the vehicle.

6. The traveling part is The thermal management system for a fuel cell vehicle according to claim 5 , further comprising an inverter provided in the cooling line between the first point and the traveling part, the inverter converting a current applied to the motor.

7. The cooling line includes: a first line connecting an outlet of the cooling section and the pump; a second line connecting the pump and the running part; a third line connected in parallel with the second line and connecting the pump and the traveling part; and a fourth line connecting the running part and an inlet of the cooling section; The thermal management system for a fuel cell vehicle according to claim 4 , wherein the first end of the bypass line is connected to the second line, and the second end of the bypass line is connected to the fourth line.

8. A thermal management system for a fuel cell vehicle as described in claim 7, wherein an inlet end of the connecting line is connected to the third line, and an outlet end of the connecting line is connected to the bypass line.

9. a second valve provided in the third line and connected to the inlet end of the connecting line; The thermal management system for a fuel cell vehicle according to claim 8 , wherein the second valve switches a flow path of the cooling water to the traveling parts or the bypass line.

10. 2. The thermal management system for a fuel cell vehicle according to claim 1, wherein the electrical components include at least one of a bi-directional high voltage DCDC converter (BHDC) provided between the fuel cell stack of the vehicle and a high voltage battery of the vehicle, a blower pump control unit (BPCU) that controls a blower that supplies outside air for driving the fuel cell stack, an air compressor (ACP) that compresses air supplied to the fuel cell stack, an air cooler, and a low-voltage DC-DC converter (LDC) that converts a high DC voltage supplied from the high voltage battery to a low DC voltage.

11. an oil circulation line provided in the vehicle through which oil circulates; and a heat exchanger for mutually exchanging heat between the cooling water and the oil; The thermal management system for a fuel cell vehicle of claim 1 , comprising:

12. a heat exchange line connected to the cooling line between an outlet of the cooling unit and the running part, The thermal management system for a fuel cell vehicle according to claim 11 , wherein the oil circulation line and the heat exchange line are provided to pass through the heat exchanger.

13. a third valve provided in the cooling line and connected to one end of the heat exchange line; The thermal management system for a fuel cell vehicle according to claim 12 , wherein the third valve selectively blocks the cooling water from being supplied to the heat exchange line.

14. The thermal management system for a fuel cell vehicle according to claim 13 , wherein the third valve selectively blocks the coolant supplied to the heat exchange line based on a temperature of the oil.

15. The thermal management system for a fuel cell vehicle according to claim 13 , wherein the third valve selectively blocks the coolant from being supplied to the heat exchange line based on a temperature of the coolant.

16. an oil pump provided in the oil circulation line to forcibly flow the oil; and an oil cooling unit provided in the oil circulation line and configured to cool the oil; The thermal management system for a fuel cell vehicle of claim 11, comprising:

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