CN117360174B - Fuel cell automobile coupling thermal management system - Google Patents

Fuel cell automobile coupling thermal management system Download PDF

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Publication number
CN117360174B
CN117360174B CN202311679075.2A CN202311679075A CN117360174B CN 117360174 B CN117360174 B CN 117360174B CN 202311679075 A CN202311679075 A CN 202311679075A CN 117360174 B CN117360174 B CN 117360174B
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China
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heat exchanger
port
way valve
fuel cell
cooling liquid
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Chinese (zh)
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CN117360174A (en
Inventor
赵子亮
雷舒蓉
朱庆林
郭斌
赵军
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Shandong University of Science and Technology
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Shandong University of Science and Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3286—Constructional features
    • B60H2001/3289—Additional cooling source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a fuel cell automobile coupling heat management system, which relates to the technical field of fuel cell automobile heat management and comprises a refrigerant loop, a power element cooling liquid loop, a compressed air cooling liquid loop, a passenger cabin air loop and an outside air loop; the refrigerant loop comprises a compressor, a first heat exchanger, a third heat exchanger, a sixth heat exchanger, an expansion valve, a four-way reversing valve, a gas-liquid separator and a first three-way valve; the power element cooling liquid loop comprises a power battery pack, a fuel battery stack, a motor, a second heat exchanger, a fourth heat exchanger, second to fifth three-way valves, a first water pump, a second water pump and a third heat exchanger; the compressed air cooling liquid loop comprises an air compressor, a fifth heat exchanger and a third water pump; the passenger cabin air loop comprises a first heat exchanger, a second heat exchanger and a blower; the off-vehicle air circuit includes fourth to sixth heat exchangers and an off-vehicle fan. The invention can efficiently and energy-effectively carry out heat management on each power element, the passenger cabin and the compressed air.

Description

Fuel cell automobile coupling thermal management system
Technical Field
The invention relates to the technical field of fuel cell automobile thermal management systems, in particular to a fuel cell automobile coupling thermal management system.
Background
Power element in fuel cell automobiles: the performance of the fuel cell, the power cell and the motor can be affected by temperature, and the power element needs to be thermally managed in order to ensure the high-efficiency and long-term operation of the fuel cell automobile. In addition, too high a temperature of the air compressed by the air compressor may also deteriorate the efficient operation of the fuel cell, and thus the compressed air needs to be cooled. In addition, to ensure the thermal comfort requirements of the occupants, thermal management of the passenger compartment of the fuel cell vehicle is also required.
Chinese patent publication No. CN115709628A discloses a whole vehicle thermal management system with defrosting function, which considers the thermal management requirements of fuel cell, motor, power cell and passenger compartment; however, in the technical scheme, the power battery exchanges heat with the air outside the vehicle through the heat exchanger, and when the ambient temperature is too high, the heat dissipation of the power battery can be influenced. The Chinese patent with publication number CN115635822A discloses a whole car heat management system of a hydrogen fuel cell car, a control method and a car; although the technology considers the thermal management requirements of a fuel cell, a power battery, a passenger cabin and a motor, the technology utilizes a PTC heater to heat the fuel cell, the power battery and the passenger cabin during cold start, and has some defects, on one hand, the PTC heating efficiency is low, a certain continuous voyage mileage waste is caused, and on the other hand, the technology does not consider the heat dissipation requirement of compressed air.
Disclosure of Invention
The invention aims to provide a coupling thermal management system of a fuel cell automobile, which aims to solve the technical problem that the thermal management system of the fuel cell automobile in the prior art cannot efficiently and energy-effectively manage fuel cells, power cells, motors, passenger cabins and compressed air.
In order to solve the technical problems, the technical scheme of the invention is as follows:
a fuel cell automobile coupling thermal management system comprises a refrigerant loop, a power element cooling liquid loop, a compressed air cooling liquid loop, a passenger cabin air loop and an off-board air loop;
the refrigerant loop comprises an electric compressor, a first heat exchanger, a third heat exchanger, a sixth heat exchanger, a two-way electronic expansion valve, a four-way reversing valve, a gas-liquid separator and a first three-way valve;
the four-way reversing valve is provided with 4 ports, namely a P port, a Q port, an R port and an S port, wherein the S port of the four-way reversing valve is connected with an outlet of the electric compressor, the P port of the four-way reversing valve is connected with one end of the first heat exchanger, the P port of the four-way reversing valve is connected with one end of a refrigerant channel of the third heat exchanger, the Q port of the four-way reversing valve is connected with an inlet of the electric compressor through a gas-liquid separator, and the R port of the four-way reversing valve is connected with one end of the sixth heat exchanger; the first three-way valve is provided with 3 ports, namely an A port, a B port and a C port, wherein the A port of the first three-way valve is connected with the other end of the first heat exchanger, the B port of the first three-way valve is connected with the other end of a refrigerant channel of the third heat exchanger, and the C port of the first three-way valve is connected with the other end of the sixth heat exchanger through a two-way electronic expansion valve;
the power element cooling liquid loop comprises a power battery pack, a fuel cell stack, a motor, a second heat exchanger, a fourth heat exchanger, a second three-way valve, a third three-way valve, a fourth three-way valve, a fifth three-way valve, a first water pump and a second water pump, wherein the third heat exchanger is simultaneously contained in the power element cooling liquid loop;
the second three-way valve is provided with 3 ports, namely a D port, an E port and an F port, the third three-way valve is provided with 3 ports, namely a G, H, I port, the fourth three-way valve is provided with 3 ports, namely a J port, a K port and an L port, and the fifth three-way valve is provided with 3 ports, namely an M port, an N port and an O port; the port D of the second three-way valve is connected with the outlet of the second heat exchanger, the port E of the second three-way valve is connected with the cooling liquid outlet of the third heat exchanger, and the port F of the second three-way valve is connected with the port G of the third three-way valve; the H port of the third three-way valve is connected with the cooling liquid inlet of the power battery pack, and the I port of the third three-way valve is connected with the J port of the fourth three-way valve; the K port of the fourth three-way valve is connected with one end of a cooling liquid channel of the fuel cell stack, and the L port of the fourth three-way valve is connected with the M port of the fifth three-way valve; the N port of the fifth three-way valve is connected with the cooling liquid outlet of the motor, and the O port of the fifth three-way valve is connected with the inlet of the fourth heat exchanger; the inlet of the first water pump is connected with the cooling liquid outlet of the power battery pack and the other end of the cooling liquid channel of the fuel battery stack, and the outlet of the first water pump is connected with the cooling liquid inlet of the third heat exchanger and the inlet of the second heat exchanger; an inlet of the second water pump is connected with an outlet of the fourth heat exchanger, and an outlet of the second water pump is connected with a cooling liquid inlet of the motor and the other end of the cooling liquid channel of the fuel cell stack;
the compressed air cooling liquid loop comprises an air compressor, a fifth heat exchanger and a third water pump; the inlet of the cooling liquid channel of the air compressor is connected with the outlet of the fifth heat exchanger through a third water pump, and the outlet of the cooling liquid channel of the air compressor is connected with the inlet of the fifth heat exchanger;
the passenger cabin air loop comprises a first heat exchanger, a second heat exchanger and a blower; the off-board air loop comprises a fourth heat exchanger, a fifth heat exchanger, a sixth heat exchanger and an off-board fan.
Preferably, the four-way reversing valve can switch two positions, namely a PQ communication position and an RS communication position or a PS communication position and a QR communication position; the first three-way valve can switch three positions, namely an AC single communication position, a BC single communication position or an AC communication and BC communication position; the second three-way valve can switch two positions, namely DF independent communication position or EF independent communication position; the third three-way valve can switch three positions, namely a GH independent communication position, a GI independent communication position or a GH communication and GI communication position; the fourth three-way valve can switch three positions, namely a JK independent communication position, a KL independent communication position, or a JK communication and KL communication position; the fifth three-way valve can switch three positions, namely an MO single communication position, an NO single communication position or an MO communication and NO communication position.
Preferably, the first heat exchanger and the second heat exchanger are placed in the passenger cabin, the third heat exchanger is placed in the power cabin, and the fourth heat exchanger, the fifth heat exchanger and the sixth heat exchanger are placed in the front of the power cabin.
Preferably, the first heat exchanger, the second heat exchanger, the fourth heat exchanger, the fifth heat exchanger and the sixth heat exchanger are fin tube heat exchangers, the third heat exchanger is a plate heat exchanger, the third heat exchanger can be used for flowing two fluids of a refrigerant and a cooling liquid, the two fluids are not in direct contact, and heat exchange is carried out only through the third heat exchanger.
Preferably, the medium in the refrigerant circuit is R134a. The medium in the power element cooling liquid loop and the compressed air cooling liquid loop is a mixture of water and glycol.
Preferably, temperature sensors are arranged in the power battery pack, the fuel battery stack and the motor.
Preferably, the automobile electronic control unit is connected with the electric compressor, the first water pump, the second water pump, the third water pump, the four-way reversing valve and the first three-way valve, the second three-way valve, the third three-way valve, the fourth three-way valve, the fifth three-way valve, the two-way electronic expansion valve, the blower and the outdoor fan, the automobile electronic control unit can control the electric compressor and the switches of the water pumps, and the automobile electronic control unit can also control the start and stop of the outdoor fan and the blower, the communication positions of the four-way reversing valve and the three-way valves and the opening of the two-way electronic expansion.
Preferably, the fuel cell automobile coupling thermal management system has three operation modes, namely: a high temperature running mode, a low temperature running mode, and a cold start mode.
After the technical scheme is adopted, the invention has the beneficial effects that:
1. the invention provides a plurality of heat management modes for the fuel cell automobile, and the corresponding heat management modes can be selected according to actual requirements to carry out different heat management on the fuel cell stack, the power cell pack, the motor, the compressed air and the passenger cabin. The invention can ensure that each power element works in a proper temperature range and can also ensure the thermal comfort requirement of the passenger cabin.
2. The invention can monitor the temperature of the power element under the high-temperature running mode of the automobile, and realize the functions of cooling the fuel cell stack and the motor, and the functions of refrigerating the passenger cabin and cooling the power cell pack.
3. In the cold start mode, the high-temperature and high-pressure refrigerant discharged by the electric compressor enters the third heat exchanger and transfers heat to the power element cooling liquid to preheat the fuel cell stack and the power cell pack, and meanwhile, if the passenger cabin has a heat supply requirement, the high-temperature and high-pressure refrigerant discharged by the electric compressor can also supply heat to the passenger cabin at the same time. Therefore, the invention omits the PTC heating element, not only reduces the system cost, but also utilizes the characteristic of high heating efficiency of the heat pump to save electric energy for the electric automobile.
4. According to the invention, when the ambient temperature is low, the low-temperature running mode is started, heat of the fuel cell stack is utilized to supply heat to the passenger cabin, the waste heat utilization of the fuel cell stack and the heating function of the passenger cabin are realized, and the energy consumption in the heat supply process is reduced.
Drawings
FIG. 1 is a schematic diagram of a fuel cell automotive coupling thermal management system according to the present invention;
FIG. 2 is a schematic diagram of a fuel cell vehicle coupled thermal management system illustrating a high temperature driving mode of the present invention;
FIG. 3 is a schematic diagram of a low temperature driving mode of a fuel cell vehicle coupled thermal management system according to the present invention;
fig. 4 is a schematic diagram of a cold start mode of a fuel cell vehicle coupled thermal management system according to the present invention.
In the figure, 1, a first heat exchanger, 2, a second heat exchanger, 3, a blower, 4, a first three-way valve, 5, a second three-way valve, 6, a third heat exchanger, 7, a third three-way valve, 8, a power battery pack, 9, a first water pump, 10, an air compressor, 11, a fourth three-way valve, 12, a fuel cell stack, 13, an electric compressor, 14, a four-way reversing valve, 15, a gas-liquid separator, 16, a two-way electronic expansion valve, 17, a fifth three-way valve, 18, a motor, 19, a second water pump, 20, an off-board fan, 21, a fourth heat exchanger, 22, a fifth heat exchanger, 23, a third water pump, 24 and a sixth heat exchanger.
Detailed Description
The invention is further elucidated below in conjunction with the accompanying drawings.
The orientations referred to in the specification are all based on the orientations of the fuel cell automobile coupling thermal management system in normal operation, are not limited to the orientations in storage and transportation, and only represent relative positional relationships and not absolute positional relationships.
As shown in fig. 1, a fuel cell automotive coupled thermal management system includes a refrigerant circuit, a power element coolant circuit, a compressed air coolant circuit, a passenger compartment air circuit, and an off-board air circuit.
The refrigerant circuit comprises an electric compressor 13, a first heat exchanger 1, a third heat exchanger 6, a sixth heat exchanger 24, a two-way electronic expansion valve 16, a four-way reversing valve 14, a gas-liquid separator 15 and a first three-way valve 4. The elements in the refrigerant circuit are connected by refrigerant lines.
The four-way reversing valve 14 has 4 ports, namely a P port, a Q port, an R port and an S port. The S port of the four-way reversing valve 14 is connected with the outlet of the electric compressor 13, the P port of the four-way reversing valve 14 is connected with one end of the first heat exchanger 1, the P port of the four-way reversing valve 14 is connected with one end of a refrigerant channel of the third heat exchanger 6, the Q port of the four-way reversing valve 14 is connected with the inlet of the electric compressor 13 through the gas-liquid separator 15, and the R port of the four-way reversing valve 14 is connected with one end of the sixth heat exchanger 24. The four-way selector valve 14 can switch between two positions, namely a PQ communication and RS communication position, or a PS communication and QR communication position. The function of the four-way reversing valve 14 is to switch the direction of flow of the refrigerant in different modes of the thermal management system.
The first three-way valve 4 is provided with 3 ports, namely an A port, a B port and a C port, the A port of the first three-way valve 4 is connected with the other end of the first heat exchanger 1, the B port of the first three-way valve 4 is connected with the other end of the refrigerant channel of the third heat exchanger 6, and the C port of the first three-way valve 4 is connected with the other end of the sixth heat exchanger 24 through the two-way electronic expansion valve 16. The first three-way valve 4 is capable of switching three positions, an AC single communication position, or a BC single communication position, or an AC communication and BC communication position, respectively.
The power element coolant circuit includes a power cell package 8, a fuel cell stack 12, a motor 18, a second heat exchanger 2, a fourth heat exchanger 21, a second three-way valve 5, a third three-way valve 7, a fourth three-way valve 11, a fifth three-way valve 17, a first water pump 9, and a second water pump 19, and the third heat exchanger 6 is simultaneously included in the power element coolant circuit. The components in the power component cooling liquid loop are connected through a power component cooling liquid pipeline. Wherein the second three-way valve 5 is provided with 3 ports, namely a D port, an E port and an F port, respectively, the third three-way valve 7 is provided with 3 ports, namely a G, H, I port, the fourth three-way valve 11 is provided with 3 ports, namely a J port, a K port and an L port, respectively, and the fifth three-way valve 17 is provided with 3 ports, namely an M port, an N port and an O port, respectively. The D port of the second three-way valve 5 is connected with the outlet of the second heat exchanger 2, the E port of the second three-way valve 5 is connected with the cooling liquid outlet of the third heat exchanger 6, and the F port of the second three-way valve 5 is connected with the G port of the third three-way valve 7. The H port of the third three-way valve 7 is connected with the cooling liquid inlet of the power battery pack 8, and the I port of the third three-way valve 7 is connected with the J port of the fourth three-way valve 11. The K port of the fourth three-way valve 11 is connected to one end of the coolant passage of the fuel cell stack 12, and the L port of the fourth three-way valve 11 is connected to the M port of the fifth three-way valve 17. The N port of the fifth three-way valve 17 is connected to the coolant outlet of the motor 18, and the O port of the fifth three-way valve 17 is connected to the inlet of the fourth heat exchanger 21. The inlet of the first water pump 9 is connected to the coolant outlet of the power cell pack 8 and the other end of the coolant passage of the fuel cell stack 12, and the outlet of the first water pump 9 is connected to the coolant inlet of the third heat exchanger 6 and the inlet of the second heat exchanger 2. An inlet of the second water pump 19 is connected to an outlet of the fourth heat exchanger 21, and an outlet of the second water pump 19 is connected to a coolant inlet of the motor 18 and the other end of the coolant passage of the fuel cell stack 12.
The second three-way valve 5 is capable of switching between two positions, namely a DF individual communication position or an EF individual communication position. The third three-way valve 7 can switch three positions, which are a GH alone communication position, a GI alone communication position, or a GH communication and GI communication position, respectively. The fourth three-way valve 11 can switch three positions, respectively, a JK single communication position, a KL single communication position, or a JK communication and KL communication position. The fifth three-way valve 17 is capable of switching three positions, MO communication position, NO alone communication position, or MO communication and NO communication position, respectively.
The compressed air coolant circuit comprises an air compressor 10, a fifth heat exchanger 22 and a third water pump 23. The cooling liquid channel inlet of the air compressor 10 is connected with the outlet of the fifth heat exchanger 22 through a third water pump 23, and the cooling liquid channel outlet of the air compressor 10 is connected with the inlet of the fifth heat exchanger 22. The components in the compressed air cooling liquid loop are connected through a compressed air cooling liquid pipeline.
The passenger compartment air circuit comprises a first heat exchanger 1, a second heat exchanger 2 and a blower 3. The blower 3 blows air toward the first heat exchanger 1 and the second heat exchanger 2, and the air is blown into the passenger compartment after being heated or cooled in the first heat exchanger 1 and the second heat exchanger 2.
The off-vehicle air circuit includes a fourth heat exchanger 21, a fifth heat exchanger 22, a sixth heat exchanger 24, and an off-vehicle fan 20. Under the action of the vehicle speed and the outside fan 20, the outside air passes through the sixth heat exchanger 24, the fifth heat exchanger 22 and the fourth heat exchanger 21 in sequence.
In the present embodiment, "one end of the coolant passage of the fuel cell stack 12" refers to the left port of the fuel cell stack 12 of fig. 1, and "the other end of the coolant passage of the fuel cell stack 12" refers to the right port of the fuel cell stack 12 of fig. 1. "one end of the first heat exchanger 1" refers to the right port of the first heat exchanger 1 of fig. 1, and "the other end of the first heat exchanger 1" refers to the left port of the refrigerant passage of the third heat exchanger 6 of fig. 1. "one end of the refrigerant passage of the third heat exchanger 6" refers to the right port of the refrigerant passage of the third heat exchanger 6 of fig. 1, and "the other end of the refrigerant passage of the third heat exchanger 6" refers to the left port of the refrigerant passage of the third heat exchanger 6 of fig. 1. "one end of the sixth heat exchanger 24" refers to the right port of the first heat exchanger 1 of fig. 1, and "the other end of the sixth heat exchanger 24" refers to the left port of the refrigerant passage of the third heat exchanger 6 of fig. 1.
Specifically, the first heat exchanger 1 and the second heat exchanger 2 are placed in the passenger compartment, and the blower 3 is disposed in the passenger compartment. The third heat exchanger 6 is placed in the nacelle and the fourth 21, fifth 22 and sixth 24 heat exchangers are placed in the front of the nacelle.
Further, the first heat exchanger 1, the second heat exchanger 2, the fourth heat exchanger 21, the fifth heat exchanger 22 and the sixth heat exchanger 24 are fin-tube heat exchangers, the third heat exchanger 6 is a plate heat exchanger, and the third heat exchanger 6 can be used for flowing two fluids of a refrigerant and a cooling liquid, and the two fluids are not in direct contact, and only exchange heat through the third heat exchanger 6.
Wherein the medium in the refrigerant loop is R134a.
Wherein the medium in the power element cooling liquid loop and the compressed air cooling liquid loop is a mixture of water and glycol.
Specifically, temperature sensors are provided inside the power cell pack 8, inside the fuel cell stack 12, and inside the motor 18. The temperature sensor is used for detecting the temperature of the power element.
Further, the electric control unit of the automobile is connected with the electric compressor 13, the first water pump 9, the second water pump 19, the third water pump 23, the four-way reversing valve 14, the first three-way valve 4, the second three-way valve 5, the third three-way valve 7, the fourth three-way valve 11, the fifth three-way valve 17, the two-way electronic expansion valve 16, the blower 3 and the outdoor fan 20, the electric control unit of the automobile can control the electric compressor 13 to switch on and switch off the water pumps, the outdoor fan 20 and the blower 3 to switch on and off, the four-way reversing valve 14, the communication position of the three-way valves and the opening of the two-way electronic expansion valve 16.
When the fuel cell automobile coupling thermal management system is particularly used, the fuel cell automobile coupling thermal management system has three working modes, namely: a high temperature running mode, a low temperature running mode, and a cold start mode. The three modes of operation are each described in detail below.
As shown in fig. 2, when the fuel cell vehicle is traveling normally, the thermal management system may turn on the high temperature traveling mode as needed. In the running process of the fuel cell automobile, a temperature sensor in the fuel cell stack 12 monitors the temperature of the fuel cell stack 12, when the temperature of the fuel cell stack 12 is higher than the highest value of the proper temperature of the fuel cell, the automobile electronic control unit commands the second water pump 19 to start, the third water pump 23 to start, the external fan 20 to start, the fourth three-way valve 11 is switched to the KL independent communication position, the fifth three-way valve 17 is switched to the MO independent communication position, heat generated by the fuel cell stack 12 is transferred to cooling liquid, the cooling liquid enters the fourth heat exchanger 21 to cool under the drive of the second water pump 19, and the heat of the fuel cell stack 12 is transferred to the outside of the automobile, so that the cooling function of the fuel cell stack 12 is realized. Meanwhile, the heat of the air compressor 10 is brought to the fifth heat exchanger 22 by the compressed air cooling liquid and then dissipated to the outside of the vehicle, so that the cooling function of the compressed air is realized. The temperature sensor inside the motor 18 monitors the temperature of the motor 18, if the temperature is higher than the highest value of the proper temperature of the motor 18, the automobile electronic control unit commands the second water pump 19 and the outside fan 20 to start, the fifth three-way valve 17 is switched to the independent communication position of NO, and the heat of the motor 18 is transferred to the outside of the automobile by the cooling liquid, so that the cooling function of the motor 18 is realized. If the temperature of the fuel cell stack 12 and the temperature of the motor 18 are higher than the respective proper temperatures, the automobile electronic control unit commands the second water pump 19, the third water pump 23 and the external fan 20 to be started, the fourth three-way valve 11 is switched to the KL single communication position, the fifth three-way valve 17 is switched to the MO communication and NO communication position, and the cooling function of the fuel cell stack 12 and the cooling function of the motor 18 can be simultaneously realized. If a driver and a passenger in the vehicle start an air conditioner, the automobile electronic control unit commands the electric compressor 13 to start, the external fan 20 to start, the internal blower 3 to start, the four-way reversing valve 14 to be switched to the PQ communication and the RS communication position, the first three-way valve 4 to be switched to the AC independent communication position, the high-temperature and high-pressure refrigerant discharged by the electric compressor 13 enters the sixth heat exchanger 24 to release heat through the four-way reversing valve 14, is decompressed by the two-way electronic expansion valve 16 and then becomes a low-temperature and low-pressure state, and then enters the first heat exchanger 1 to absorb the heat of the passenger cabin, so that the cooling function of the passenger cabin is realized. The temperature sensor inside the power battery pack 8 detects the temperature of the power battery pack 8, if the temperature of the power battery pack 8 is higher than the highest value of the proper temperature, the automobile electronic control unit commands the electric compressor 13 to start, the first water pump 9 to start, the four-way reversing valve 14 to switch to the PQ communication and the RS communication position, the first three-way valve 4 to switch to the BC single communication position, the second three-way valve 5 to switch to the EF single communication position, the third three-way valve 7 to switch to the GH single communication position, the high-temperature and high-pressure refrigerant discharged by the electric compressor 13 enters the sixth heat exchanger 24 through the four-way reversing valve 14 to dissipate heat, and after passing through the two-way electronic expansion valve 16 and the first three-way valve 4, the low-temperature refrigerant enters the third heat exchanger 6 to absorb the heat of the cooling liquid, and then returns to the electric compressor 13 through the four-way reversing valve 14 and the gas-liquid separator 15 to continue compressing, and so on and repeating. After being cooled by the refrigerant, the cooling liquid in the third heat exchanger 6 enters the power battery pack 8 under the drive of the first water pump 9, so that the cooling function of the power battery pack 8 is realized. If the temperature of the power battery pack 8 is higher than the proper temperature when the driver and the passenger in the passenger cabin start the air conditioner to refrigerate, the automobile electronic control unit controls the first three-way valve 4 to be switched to the AC communication and BC communication position, and the refrigerant is shunted into the first heat exchanger 1 and the third heat exchanger 6 to absorb heat after passing through the two-way electronic expansion valve 16, so that the passenger cabin refrigeration and the cooling function of the power battery pack 8 can be realized simultaneously.
As shown in fig. 3, when the fuel cell vehicle is operating in a season when the ambient temperature is low, the thermal management system may turn on the low temperature travel mode as needed. The temperature sensor inside the fuel cell stack 12 and the temperature sensor inside the motor 18 monitor the temperature of the fuel cell stack 12 and the temperature of the motor 18 respectively, if the temperatures are higher than the highest value of the respective proper temperatures, the automobile electronic control unit commands the second water pump 19 to be started, the third water pump 23 to be started, the external fan 20 to be started, if only the temperature of the fuel cell stack 12 is higher than the proper temperature, the fourth three-way valve 11 is switched to the KL single communication position, the fifth three-way valve 17 is switched to the MO single communication position, and if the temperature of the motor 18 is higher than the proper temperature, the fifth three-way valve 17 is switched to the MO communication and NO communication position, so that the functions of cooling the fuel cell stack 12, cooling compressed air and cooling the motor 18 can be realized respectively or simultaneously. Meanwhile, if a driver in the passenger cabin starts the passenger cabin heating function, the automobile electronic control unit commands the first water pump 9 to start, the second three-way valve 5 is switched to the DF independent communication position, the third three-way valve 7 is switched to the GI independent communication position, the fourth three-way valve 11 is switched to the JK independent communication position, heat of the fuel cell stack 12 is brought into the second heat exchanger 2 by cooling liquid of the power element, and then the heat is transferred into the passenger cabin under the action of the blower 3, so that the waste heat utilization of the fuel cell stack 12 and the passenger cabin heating function are realized. In this case, if the temperature of the motor 18 is within its proper temperature range, the second water pump 19 is turned off. If the temperature of the fuel cell stack 12 is still higher than the highest value of the proper temperature, the automobile electronic control unit switches the fourth three-way valve 11 to JK to be communicated and the KL to be communicated, the fifth three-way valve 17 to be switched to the MO single communication position, and the second water pump 19 is started, and part of heat of the fuel cell stack 12 is transferred into the passenger cabin and the other part of heat is transferred out of the automobile.
As shown in fig. 4, when the fuel cell vehicle is cold started at a low temperature, the thermal management system may start the cold start mode as needed. A temperature sensor inside the fuel cell stack 12 detects the temperature of the fuel cell stack 12 and if the temperature is below the minimum value of the proper operating temperature of the fuel cell stack 12, the thermal management system initiates a cold start mode. The automobile electronic control unit commands the electric compressor 13 to start, the off-board fan 20 to start, the first water pump 9 to start, the four-way reversing valve 14 to switch to PS communication and QR communication position, the first three-way valve 4 to switch to BC single communication position, the second three-way valve 5 to switch to EF single communication position, the third three-way valve 7 to GI single communication position, and the fourth three-way valve 11 to switch to JK single communication position. The high-temperature high-pressure refrigerant discharged by the electric compressor 13 enters the third heat exchanger 6 to transfer heat to the power element cooling liquid, then enters the sixth heat exchanger 24 to absorb heat after passing through the first three-way valve 4 and the two-way electronic expansion valve 16, and then returns to the electric compressor 13 through the four-way reversing valve 14 and the gas-liquid separator 15, and the above steps are repeated. After the power element cooling liquid in the third heat exchanger 6 absorbs the heat of the refrigerant, the cooling liquid flows into the fuel cell stack 12 to heat the fuel cell stack under the drive of the first water pump 9, so that the preheating function of the fuel cell stack 12 is realized. Meanwhile, if the temperature sensor inside the power battery pack 8 detects that the temperature of the power battery pack 8 is lower than the lowest value of the proper working temperature, the automobile electronic control unit switches the third three-way valve 7 to the GH communication and GI communication position, and then the heat of the refrigerant can be respectively transferred to the power battery pack 8 and the fuel battery stack 12, and meanwhile, the preheating function of the power battery pack 8 is realized. Meanwhile, if the driver or passenger turns on the passenger cabin heating function, the automobile electronic control unit turns on the blower 3, switches the first three-way valve 4 to the position of AC communication and BC communication, and at this time, part of high-temperature and high-pressure refrigerant discharged from the electric compressor 13 is split into the first heat exchanger 1 and the third heat exchanger 6, the refrigerant entering the first heat exchanger 1 realizes passenger cabin heating, and the refrigerant entering the third heat exchanger 6 realizes preheating of the fuel cell stack 12 and the power cell pack 8.
It should be understood that the above description is not intended to limit the invention to the particular embodiments disclosed, but to limit the invention to the particular embodiments disclosed, and that the invention is not limited to the particular embodiments disclosed, but is intended to cover modifications, adaptations, additions and alternatives falling within the spirit and scope of the invention.

Claims (9)

1. The fuel cell automobile coupling heat management system is characterized by comprising a refrigerant loop, a power element cooling liquid loop, a compressed air cooling liquid loop, a passenger cabin air loop and an off-board air loop;
the refrigerant loop comprises an electric compressor, a first heat exchanger, a third heat exchanger, a sixth heat exchanger, a two-way electronic expansion valve, a four-way reversing valve, a gas-liquid separator and a first three-way valve;
the four-way reversing valve is provided with 4 ports, namely a P port, a Q port, an R port and an S port, wherein the S port of the four-way reversing valve is connected with an outlet of the electric compressor, the P port of the four-way reversing valve is connected with one end of the first heat exchanger, the P port of the four-way reversing valve is connected with one end of a refrigerant channel of the third heat exchanger, the Q port of the four-way reversing valve is connected with an inlet of the electric compressor through a gas-liquid separator, and the R port of the four-way reversing valve is connected with one end of the sixth heat exchanger; the first three-way valve is provided with 3 ports, namely an A port, a B port and a C port, wherein the A port of the first three-way valve is connected with the other end of the first heat exchanger, the B port of the first three-way valve is connected with the other end of a refrigerant channel of the third heat exchanger, and the C port of the first three-way valve is connected with the other end of the sixth heat exchanger through a two-way electronic expansion valve;
the power element cooling liquid loop comprises a power battery pack, a fuel cell stack, a motor, a second heat exchanger, a fourth heat exchanger, a second three-way valve, a third three-way valve, a fourth three-way valve, a fifth three-way valve, a first water pump and a second water pump, wherein the third heat exchanger is simultaneously contained in the power element cooling liquid loop;
the second three-way valve is provided with 3 ports, namely a D port, an E port and an F port, the third three-way valve is provided with 3 ports, namely a G, H, I port, the fourth three-way valve is provided with 3 ports, namely a J port, a K port and an L port, and the fifth three-way valve is provided with 3 ports, namely an M port, an N port and an O port; the port D of the second three-way valve is connected with the outlet of the second heat exchanger, the port E of the second three-way valve is connected with the cooling liquid outlet of the third heat exchanger, and the port F of the second three-way valve is connected with the port G of the third three-way valve; the H port of the third three-way valve is connected with the cooling liquid inlet of the power battery pack, and the I port of the third three-way valve is connected with the J port of the fourth three-way valve; the K port of the fourth three-way valve is connected with one end of a cooling liquid channel of the fuel cell stack, and the L port of the fourth three-way valve is connected with the M port of the fifth three-way valve; the N port of the fifth three-way valve is connected with the cooling liquid outlet of the motor, and the O port of the fifth three-way valve is connected with the inlet of the fourth heat exchanger; the inlet of the first water pump is connected with the cooling liquid outlet of the power battery pack and the other end of the cooling liquid channel of the fuel battery stack, and the outlet of the first water pump is connected with the cooling liquid inlet of the third heat exchanger and the inlet of the second heat exchanger; an inlet of the second water pump is connected with an outlet of the fourth heat exchanger, and an outlet of the second water pump is connected with a cooling liquid inlet of the motor and the other end of the cooling liquid channel of the fuel cell stack;
the compressed air cooling liquid loop comprises an air compressor, a fifth heat exchanger and a third water pump; the inlet of the cooling liquid channel of the air compressor is connected with the outlet of the fifth heat exchanger through a third water pump, and the outlet of the cooling liquid channel of the air compressor is connected with the inlet of the fifth heat exchanger;
the passenger cabin air loop comprises a first heat exchanger, a second heat exchanger and a blower; the off-board air loop comprises a fourth heat exchanger, a fifth heat exchanger, a sixth heat exchanger and an off-board fan.
2. The fuel cell car coupling thermal management system of claim 1, wherein the four-way reversing valve is capable of switching between two positions, a PQ-on and RS-on position, or a PS-on and QR-on position, respectively; the first three-way valve can switch three positions, namely an AC single communication position, a BC single communication position or an AC communication and BC communication position; the second three-way valve can switch two positions, namely DF independent communication position or EF independent communication position; the third three-way valve can switch three positions, namely a GH independent communication position, a GI independent communication position or a GH communication and GI communication position; the fourth three-way valve can switch three positions, namely a JK independent communication position, a KL independent communication position, or a JK communication and KL communication position; the fifth three-way valve can switch three positions, namely an MO single communication position, an NO single communication position or an MO communication and NO communication position.
3. The fuel cell vehicle coupled thermal management system of claim 1, wherein the first heat exchanger and the second heat exchanger are positioned within the passenger compartment, the third heat exchanger is positioned within the power compartment, and the fourth heat exchanger, the fifth heat exchanger, and the sixth heat exchanger are positioned at a front portion of the power compartment.
4. The fuel cell vehicle coupled thermal management system of claim 1, wherein the first heat exchanger, the second heat exchanger, the fourth heat exchanger, the fifth heat exchanger, and the sixth heat exchanger are fin tube heat exchangers, the third heat exchanger is a plate heat exchanger, and the third heat exchanger is capable of flowing two fluids, a refrigerant and a cooling liquid, which are not in direct contact, and heat exchange is performed only by the third heat exchanger.
5. A fuel cell car coupling thermal management system according to claim 1 wherein the medium in said refrigerant circuit is R134a.
6. A fuel cell automotive coupling thermal management system according to claim 1, wherein the medium in the power element coolant circuit and the compressed air coolant circuit is a water and glycol mixture.
7. The fuel cell car coupling thermal management system of claim 1, wherein the power cell package interior, the fuel cell stack interior, and the motor interior are each provided with a temperature sensor.
8. The fuel cell vehicle coupling thermal management system of claim 1, wherein the vehicle electronic control unit is connected to the electric compressor, the first water pump, the second water pump, the third water pump, the four-way reversing valve, the first three-way valve, the second three-way valve, the third three-way valve, the fourth three-way valve, the fifth three-way valve, the two-way electronic expansion valve, the blower and the off-vehicle fan, the vehicle electronic control unit is capable of controlling the on-off of the electric compressor and each water pump, the on-off of the off-vehicle fan and the blower, and the communication positions of the four-way reversing valve and each three-way valve and the opening degree of the two-way electronic expansion.
9. A fuel cell car coupling thermal management system according to any one of claims 1 to 8, wherein the fuel cell car coupling thermal management system has three modes of operation, respectively: a high temperature running mode, a low temperature running mode, and a cold start mode.
CN202311679075.2A 2023-12-08 2023-12-08 Fuel cell automobile coupling thermal management system Active CN117360174B (en)

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