Dual-Temperature Cooling Layout for Fuel Cell and Traction Motor
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Solution Overview
Problem
Vehicles with both an electric traction and propulsion battery and a fuel cell face challenges in efficiently cooling systems with differing temperature and thermal power requirements, as the operating temperatures and thermal discharge rates of the electric power chain and fuel cell do not overlap, leading to inefficiencies and increased energy consumption.
Innovation Solution
A single cooling circuit with a high-flowrate, high-temperature part for the fuel cell and a low-flowrate, low-temperature part for the electric motor, connected directly, utilizing pumps and exchangers to manage different thermal loads and temperatures, allowing for efficient cooling and temperature management of both systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single cooling circuit is used for both the fuel cell and electric power chain, then the device complexity is reduced, but the temperature and thermal power requirements cannot be simultaneously optimized for both systems
Solution Approach 1:
The cooling circuit is divided into two distinct parts: a first part with high flowrate and high temperature for cooling the fuel cell, and a second part with low flowrate and low temperature for cooling the electric power chain. This segmentation allows each part to be optimized for its specific thermal requirements while maintaining a unified overall system structure.
2Temperature
If separate cooling circuits are used for the fuel cell and electric power chain, then temperature and thermal power requirements can be optimized, but the device complexity and energy consumption increase
Solution Approach 1:
The patent merges the cooling systems into a single integrated cooling circuit that serves both the fuel cell and electric power chain. By combining the two cooling functions into one system with shared components and a unified fluid circulation path, the overall device complexity is reduced while still maintaining separate optimized pathways for each thermal load.
Solution Approach 2:
The single cooling circuit is designed to perform multiple functions simultaneously: it cools the fuel cell through the first part and cools the electric power chain through the second part. The cooling system thus serves as a multi-functional system that handles different thermal requirements within a unified structure.
3Power
If high flowrate is used for fuel cell cooling, then thermal power discharge is improved, but energy consumption increases
Solution Approach 1:
The cooling circuit applies different flowrate characteristics to different parts: the first part has high flowrate optimized for the fuel cell's high thermal power discharge, while the second part has low flowrate suitable for the electric power chain's lower thermal load. This local differentiation of flowrate quality allows each component to receive appropriate cooling without unnecessarily high energy consumption across the entire system.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution effectively manages varying thermal loads and temperatures, optimizing the cooling of both the electric power chain and fuel cell, reducing energy consumption, and ensuring optimal vehicle operation across different conditions.
Implementation Method 1
a first, high-flowrate and high-temperature part comprising a high-temperature exchanger, in particular a first part designed to cool the fuel cell, and a second, low-flowrate and low-temperature part comprising a low-temperature exchanger, in particular a second part designed to cool the electric motor
Data Source
AI summary
An arrangement for a vehicle includes a fuel cell, an electric traction and/or propulsion motor, and a single cooling circuit cooling the fuel cell and the electric motor. The cooling circuit includes two parts: a first, high-flowrate and high-temperature part including a high-temperature exchanger and a second, low-flowrate and low-temperature part including a low-temperature exchanger. The first part cools the fuel cell and the second part cools the electric motor. The first part includes a high-flowrate pump, in particular for a high flowrate of between 8000 l/h and 9000 l/h and the second part includes a low-flowrate pump, in particular for a low flowrate of between 2000 l/h and 3000 l/h.