CN212517260U - Thermal management system of fuel cell automobile - Google Patents
Thermal management system of fuel cell automobile Download PDFInfo
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- CN212517260U CN212517260U CN202022251982.5U CN202022251982U CN212517260U CN 212517260 U CN212517260 U CN 212517260U CN 202022251982 U CN202022251982 U CN 202022251982U CN 212517260 U CN212517260 U CN 212517260U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The utility model relates to a fuel cell car thermal management system. The heat management system consists of five circulation loops: the system comprises an air conditioner refrigeration circulation loop, a power battery cooling circulation loop, a high-pressure component low-temperature cooling circulation loop, a fuel battery cooling/heating circulation loop and a passenger compartment heating circulation loop. The fuel cell system and the power battery system adopt a liquid cooling mode to dissipate heat, so that the response rate of output power can be improved while the heat dissipation requirement is met. When the vehicle has urgent acceleration or high-power demand, the power of the independent fuel system can not cover the demand of the whole vehicle, and the power battery is required to output larger power for supplement, the heat fuel battery system dissipates heat through the finned radiator of the front cabin of the engine, and the power battery is mutually coupled with the air-conditioning refrigeration cycle loop through the Chiller plate heat exchanger for dissipating heat, so that the two sets of power sources can work under the optimal working environment, are not limited by power output, and meet the power performance requirement of the whole vehicle.
Description
Technical Field
The utility model relates to a fuel cell car technical field, concretely relates to fuel cell car thermal management system.
Background
In recent years, the energy crisis is becoming more severe, and the quality of the environmental air is becoming more severe. The development of new energy automobiles is greatly advanced, pure electric automobiles and hybrid electric automobiles receive more and more attention of multiple users, but are limited by the reasons of low charging speed, poor low-temperature performance of batteries and the like, so that the new energy automobiles become bottlenecks in development of new energy automobiles with power batteries, even though the development of the current quick charging technology can greatly relieve the charging waiting time, the new energy automobiles still have a larger difference compared with the traditional refueling time; in addition, the output power of the battery is greatly limited in a low-temperature environment, and the driving range is also greatly compromised.
The heat dissipation requirement of the fuel cell stack is high, most of domestic fuel cell automobiles can only meet the heat dissipation requirement of a fuel system at present, but the heat dissipation requirement of a power battery system cannot be considered, and the power battery adopts natural air cooling for heat dissipation. Considering that the current domestic electric pile manufacturers are in a medium level, the electric pile power rises slowly, and the dynamic requirements of vehicles cannot be met. Therefore, a power battery is needed to supplement the power requirement of the whole vehicle. Under the critical working conditions of rapid acceleration and the like, the fuel cell system and the power cell system have higher power output, the two systems have higher heat productivity, and the two systems cool the systems for heat dissipation.
In view of the above problems, the inventor of the present invention has finally obtained the present invention through long-term research and practice.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a fuel cell car thermal management system can enough satisfy the heat dissipation demand of fuel electric system, adopts the radiating mode of liquid cooling to compromise power battery's cooling demand simultaneously. The vehicle can meet the dynamic property, and meanwhile, all the high-voltage system subcomponents can run at the normal working temperature.
The utility model discloses a technical scheme lie in:
the fuel cell automobile heat management system comprises an air conditioner refrigeration circulation loop, a power cell cooling circulation loop, a high-pressure component low-temperature cooling circulation loop and a fuel cell cooling/heating circulation loop;
the air-conditioning refrigeration cycle loop comprises a condenser, an evaporator and a compressor which are sequentially connected in series to form a closed loop, the evaporator is arranged in the passenger compartment, and a first expansion valve is connected between the condenser and the evaporator;
the power battery cooling circulation loop comprises a Chiller plate type heat exchanger and a first water pump, and a liquid outlet of a power battery cooling pipeline is sequentially connected in series with the first water pump and the Chiller plate type heat exchanger and then connected with a liquid inlet of the power battery cooling pipeline to form a loop; the Chiller plate type heat exchanger and the evaporator are connected in parallel and are connected into the air-conditioning refrigeration circulation loop, and a second expansion valve is connected between the condenser and the Chiller plate type heat exchanger;
the high-voltage component low-temperature cooling circulation loop adopts a liquid cooling system and comprises an independent fuel cell high-voltage component cooling circulation loop and a power cell high-voltage component cooling circulation loop;
the fuel cell cooling/heating circulation loop comprises a finned radiator, a first PTC electric heater, a second water pump and a thermostat, wherein the finned radiator is arranged in a front cabin of the engine, a liquid outlet of the finned radiator is connected with a liquid inlet of the electric pile, a liquid outlet of the electric pile is connected with an inlet of the second water pump, an outlet of the second water pump is connected with an inlet of the thermostat, and a first outlet of the thermostat is connected with a liquid inlet of the finned radiator to form a fuel cell cooling circulation loop; and a second outlet of the thermostat is connected with an inlet of the first PTC electric heater, and an outlet of the first PTC electric heater is communicated with a liquid inlet of the electric pile to form a fuel cell heating circulation loop.
Further, the fuel cell cooling/heating circulation circuit further includes: an intercooler for cooling the supercharged intake air of the fuel cell;
the intercooler with the pile is parallelly connected, promptly the inlet of intercooler with the liquid outlet of finned radiator is linked together, the liquid outlet of intercooler with the import of second water pump is linked together.
Further, the fuel cell cooling/heating circulation loop further comprises a galvanic pile water bottle and a deionizer, wherein an inlet of the second water pump is communicated with an outlet of the galvanic pile water bottle, an inlet of the galvanic pile water bottle is communicated with an outlet of the deionizer, and an outlet of the deionizer is communicated with an outlet of the second water pump.
Furthermore, the power battery high-voltage component cooling circulation loop comprises a first low-temperature circulation radiator, a third water pump, a charger, a voltage reduction DC/DC, a motor and power electronics which are sequentially connected in series to form a closed loop;
the fuel cell high-voltage component cooling circulation loop comprises a second low-temperature circulation radiator, a fourth water pump, an air compressor controller and a boosting DC/DC, the second low-temperature circulation radiator, the fourth water pump, the air compressor controller and the boosting DC/DC are sequentially connected in series to form a closed loop, and the air compressor is connected with the air compressor controller and the boosting DC/DC in parallel.
The passenger cabin heating circulation loop comprises a second PTC electric heater, a fifth water pump and a warm air heat exchanger, the warm air heat exchanger is arranged in the passenger cabin, a liquid outlet of the second PTC electric heater is communicated with a liquid inlet of the warm air heat exchanger, and a liquid outlet of the warm air heat exchanger is communicated with a liquid inlet of the second PTC electric heater through the fifth water pump.
Further, the vehicle CAN bus controller also comprises a controller, wherein the controller is connected with the vehicle CAN bus;
the corresponding temperature sensors are respectively arranged in the circulation loops and used for measuring the temperature of the cooling liquid in the loops, and the temperature sensors are connected with the controller;
the controller is connected with the water pumps, the first expansion valve, the second expansion valve, the compressor and the cooling fan through a CAN bus.
Compared with the prior art, the beneficial effects of the utility model reside in that:
the utility model provides a fuel cell car thermal management system and control method thereof, the thermal management demand of fuel cell, power battery, passenger cabin and relevant high-pressure part is whole to be considered in, ensures that all components and parts move at normal operating temperature within range. Simultaneously, compare with other whole car factories, the mode of liquid cooling is adopted simultaneously to dispel the heat in fuel electric system and power battery system, can improve output's response rate when satisfying the heat dissipation demand. When the vehicle has urgent acceleration or high-power demand, the power of the independent fuel system can not cover the requirement of the whole vehicle, and the power battery is required to output larger power for supplement, the heat management system can be driven by the water pump, the fuel cell system dissipates heat through the finned radiator of the front cabin of the engine, and the power battery dissipates heat through the Chiller plate heat exchanger, so that the two sets of power sources can work under the optimal working environment, are not limited by power output, and meet the dynamic requirement of the whole vehicle.
The utility model discloses there are following 5 advantages:
1. the design scheme of the whole vehicle heat management system of the utility model adopts the liquid cooling heat dissipation mode aiming at the two sets of power sources of the fuel cell system and the power battery system, meets the heat dissipation requirement, simultaneously takes into account the high-power output of the two sets of power systems, and meets the power requirement of the whole vehicle;
2. the whole vehicle heat management system of the utility model meets the heat dissipation requirements of all relevant heat dissipation components of the fuel cell system and the power battery system, and improves the service life while meeting the functions of the components;
3. the heat management system of the utility model adopts the PTC electric heater to meet the heating requirement in the passenger cabin;
4. the fuel cell system loop of the whole vehicle heat management system of the utility model adopts the PTC electric heater, thereby meeting the cold start function of the galvanic pile under the condition of low temperature;
5. the utility model discloses a whole car thermal management system's control strategy can satisfy each circulation circuit's temperature regulation in real time.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 shows a schematic diagram of a fuel cell vehicle thermal management system according to an embodiment of the present invention;
fig. 2 shows a schematic control structure diagram of a thermal management system according to an embodiment of the present invention.
Detailed Description
The above and further features and advantages of the present invention will be described in more detail below with reference to the accompanying drawings.
In the description of the present invention, it is to be understood that the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
As shown in fig. 1, the thermal management system of a fuel cell vehicle of the present invention comprises five circulation loops: the system comprises an air conditioner refrigeration circulation loop, a power battery cooling circulation loop, a high-pressure component low-temperature cooling circulation loop, a fuel battery cooling/heating circulation loop and a passenger compartment heating circulation loop.
The air conditioning refrigeration cycle circuit is mainly composed of a condenser 32, an evaporator 30, a compressor 31, a first expansion valve 33, and the like. The condenser 32, the evaporator 30, and the compressor 31 are connected in series in this order to form a closed loop, the evaporator 30 is disposed in the passenger compartment, and a first expansion valve 33 is connected between the condenser 32 and the evaporator 30.
The power battery cooling circulation loop is mutually coupled with the air conditioner refrigeration circulation loop through the Chiller plate type heat exchanger 12, namely, the heat dissipation requirement of the power battery is met by utilizing an air conditioner refrigerant. Specifically, the power battery cooling circulation loop comprises a Chiller plate heat exchanger 12 and a first water pump 11, wherein a cooling pipeline liquid outlet of the power battery 10 is sequentially connected in series with the first water pump 11 and the Chiller plate heat exchanger 12 and then connected with a cooling pipeline liquid inlet of the power battery 10 to form a loop. The Chiller plate type heat exchanger 12 and the evaporator 30 are connected in parallel to an air-conditioning refrigeration cycle loop, namely, a condenser 32, the Chiller plate type heat exchanger 12 and a compressor 31 are sequentially connected in series to form a loop, and a second expansion valve 13 is connected between the condenser 32 and the Chiller plate type heat exchanger 12.
The air-conditioning refrigeration cycle circuit simultaneously meets the refrigeration requirement of the passenger compartment and the cooling requirement of the power battery. The above functions are realized by controlling the opening and closing of the expansion valve through the battery management system BMS. When the refrigerating requirement exists in the passenger compartment and the power battery has no cooling requirement, the BMS controls the first expansion valve 33 to be opened and the second expansion valve 13 to be closed so as to realize the refrigeration of the passenger compartment; similarly, when the power battery has a cooling demand and the passenger compartment has no cooling demand, the BMS controls the second expansion valve 13 to be opened and the first expansion valve 33 to be closed. When the passenger compartment and the power battery both have cooling requirements, the first expansion valve and the second expansion valve are opened simultaneously, and two refrigeration requirements of air-conditioning circulation are realized by improving the power of the compressor.
When the whole vehicle has the requirements of rapid acceleration and high-power output, the power battery is required to discharge with larger current. According to the Joule law, the ohmic internal resistance and the polarization internal resistance inside the battery are considered, the heat productivity of the battery is large under the condition of large-current discharge, if the power battery cannot dissipate heat in time, when the BMS monitors that the temperature of the battery exceeds the allowable working temperature range, the output current of the battery is limited, the output power of the battery is further limited, and finally the power requirement of the whole vehicle cannot be met. The liquid cooling mode of the power battery is that the Chiller dissipates heat generated by the power battery through phase change heat absorption of a refrigerant, and the refrigerant belongs to an organic working medium, so that the latent heat at low temperature and low pressure is large, and the heat dissipation requirement of the power battery can be met; the natural air cooling mode is to cool the battery through the convective heat transfer between the power battery and the ambient air, and the main factors of the cooling mode are the temperature difference and the heat transfer coefficient of the power battery and the ambient air, which are influenced by the vehicle speed and the ambient temperature, and the heat dissipation power of the natural air cooling is smaller. Consequently contrast above-mentioned two kinds of radiating mode, select the liquid cooling radiating mode through Chiller to carry out temperature control to power battery, whole car power demand that can improve greatly, promptly the utility model discloses definite power battery cooling scheme.
Passenger compartment heating takes into account that the passenger compartment has a heating demand in a cold environment, whereas fuel cell vehicles do not utilize the residual heat of the engine coolant for passenger compartment heating as in conventional fuel vehicles. Meanwhile, the arrangement space in the whole vehicle is considered, the PTC electric heater is used for providing warm air for the passenger compartment, and the requirement on the comfort of the passenger compartment in a cold environment is met. Specifically, the passenger compartment heating circulation loop comprises a second PTC electric heater 42, a fifth water pump 41 and a warm air heat exchanger 40, the warm air heat exchanger 40 is arranged in the passenger compartment, a liquid outlet of the second PTC electric heater 42 is communicated with a liquid inlet of the warm air heat exchanger 40, and a liquid outlet of the warm air heat exchanger 40 is communicated with a liquid inlet of the second PTC electric heater 42 through the fifth water pump 41.
The fuel cell automobile mainly comprises two sets of power systems, a fuel cell system and a power cell system. Each set of system involves a large number of important high-pressure components and the heat dissipation requirements of the high-pressure components are at a lower level than those of fuel cell systems and power cell systems, so that the high-pressure components are designed with a single low-temperature cooling cycle to meet the requirements of their operating temperature range. Considering that the working temperatures of the fuel cell system and the power cell system are different, and the working temperature intervals of the corresponding high-voltage components are also obviously different, two sets of low-temperature cooling cycles are designed to respectively meet the heat dissipation requirements of the high-voltage components of the power cell system and the high-voltage components of the fuel cell system. That is, the high-pressure component low-temperature cooling circulation circuit includes an independent fuel cell high-pressure component cooling circulation circuit and power cell high-pressure component cooling circulation circuit. Specifically, the power battery high-voltage component cooling circulation loop comprises a first low-temperature circulation radiator 60, a third water pump 61, a charger, a voltage reduction DC/DC, a motor and power electronics which are sequentially connected in series to form a closed loop. The fuel cell high-voltage component cooling circulation loop comprises a second low-temperature circulation radiator 50, a fourth water pump 51, an air compressor controller and a boosting DC/DC, the second low-temperature circulation radiator 50, the fourth water pump 51, the air compressor controller and the boosting DC/DC are sequentially connected in series to form a closed loop, and the air compressor, the air compressor controller and the boosting DC/DC are connected in parallel.
The fuel cell cooling/heating circulation loop comprises a finned radiator 21, a first PTC electric heater 24, a second water pump 22 and a thermostat 23, wherein the finned radiator 21 is arranged in a front cabin of the engine, a liquid outlet of the finned radiator 21 is connected with a liquid inlet of the electric pile 20, a liquid outlet of the electric pile 20 is connected with an inlet of the second water pump 22, an outlet of the second water pump 22 is connected with an inlet of the thermostat 23, and a first outlet of the thermostat 23 is connected with a liquid inlet of the finned radiator 21 to form a fuel cell cooling circulation loop; the second outlet of the thermostat 23 is connected with the inlet of the first PTC electric heater 24, and the outlet of the first PTC electric heater 24 is communicated with the liquid inlet of the stack 20 to form a fuel cell heating circulation loop. Based on the normal working temperature of a typical fuel cell automobile being-20 ℃ to 50 ℃, the low-temperature cold start performance of the whole automobile is also an important evaluation index which needs to be considered. The PTC electric heater is used for heating the galvanic pile in a cooling liquid heating mode under the condition that the whole vehicle is started at a low temperature, so that water generated in the galvanic pile is prevented from freezing in a low-temperature environment, and the normal work of a galvanic pile system is further ensured. In order to ensure the timely switching of the heating circulation and the cooling circulation, a thermostat 23 is added in the two circulation loops, and the thermostat 23 is used for measuring the temperature of cooling liquid in the circulation in real time to realize the automatic switching of the two circulation loops.
The fuel cell system is one of main power sources of the output power of the whole vehicle, and about 50% of energy of hydrogen-oxygen reaction is converted into heat to be dissipated by the cooling system according to the working efficiency of the fuel cell system. In order to improve the reaction efficiency in the fuel cell stack, the intake air needs to be pressurized, and the pressurized air is cooled by the intercooler 25, so as to ensure the normal operation of the fuel cell stack in the stack system. Considering that the charge air is one of the reactants of the fuel-electric system, in order to save the layout space of the whole system, the intercooler 25 is designed in parallel with the cooling cycle of the fuel-electric system, and simultaneously, the heat dissipation requirements of the intercooler and the cooling cycle of the fuel-electric system are met. Specifically, the intercooler 25 is connected in parallel with the electric pile 20, that is, a liquid inlet of the intercooler 25 is communicated with a liquid outlet of the finned radiator 21, and a liquid outlet of the intercooler 25 is communicated with an inlet of the second water pump 22.
In the thermal management system for a fuel cell vehicle, the radiator fan 70 radiates heat from the finned radiator 21, the first low-temperature circulating radiator 60, the condenser 32, and the second low-temperature circulating radiator 50.
As shown in fig. 2, the utility model discloses a fuel cell car thermal management system's controller includes BMS (battery management system), FCU (fuel cell control unit), air conditioner control unit etc. realizes the execution of control strategy, through the coolant temperature of temperature sensor monitoring each return circuit, utilizes the controller to realize the implementation of executor such as water pump, solenoid valve and fan through the CAN bus and adjusts. Specifically, the controller is connected with a vehicle CAN bus; the circulation loops are respectively provided with corresponding temperature sensors for measuring the temperature of the coolant in the loops, and the temperature sensors are connected with a controller, and the controller is connected with the first to fifth water pumps 11, 22, 61, 51 and 41, the first expansion valve 33, the second expansion valve 13, the compressor 31 and the cooling fan 70 through a CAN bus.
For the control of the power battery cooling circulation loop and the air conditioner refrigeration circulation loop, the battery management system BMS is used for realizing that:
judging whether a refrigeration demand exists in a passenger cabin or not and judging whether a power battery has a cooling demand or not through a battery management system BMS;
when the refrigerating requirement exists in the passenger compartment and the power battery has no cooling requirement, the BMS controls the first expansion valve to be opened and the second expansion valve to be closed;
when the power battery has a cooling demand and no refrigeration demand exists in the passenger compartment, the BMS controls the second expansion valve to be opened and the first expansion valve to be closed;
when both the passenger compartment and the power battery have cooling requirements, the first expansion valve and the second expansion valve are opened simultaneously, and the refrigeration requirements of the air-conditioning refrigeration circulation loop and the power battery cooling circulation loop are realized by improving the power of the compressor;
when both the passenger compartment and the power battery have no cooling demand, the first expansion valve and the second expansion valve are closed simultaneously.
Two-stage cooling in the power battery cooling circuit is adjusted, when the temperature through BMS monitoring battery package reached corresponding threshold value, sends water pump and radiator fan's PWM signal through the CAN bus to and the aperture signal of solenoid valve, realize the real-time management and control of power battery temperature.
The fuel cell system monitors the temperature of the cooling liquid at the outlet of the electric pile through an FCU (fuel cell control unit), adopts a PID (proportion integration differentiation) feedback control strategy, realizes the real-time regulation of a water pump and a fan, meets the temperature control of a fuel system, and further realizes the intelligent temperature regulation of the whole vehicle thermal management system.
The foregoing is merely a preferred embodiment of the invention, which is intended to be illustrative, not limiting. The utility model discloses in all can change to some extent structure and connected mode etc. of each part all be in the utility model discloses equal transform and the improvement of going on technical scheme's the basis all should not get rid of the utility model discloses an outside the protection scope.
Claims (6)
1. The thermal management system of the fuel cell automobile is characterized by comprising an air-conditioning refrigeration circulation loop, a power cell cooling circulation loop, a high-pressure component low-temperature cooling circulation loop and a fuel cell cooling/heating circulation loop;
the air-conditioning refrigeration cycle loop comprises a condenser, an evaporator and a compressor which are sequentially connected in series to form a closed loop, the evaporator is arranged in the passenger compartment, and a first expansion valve is connected between the condenser and the evaporator;
the power battery cooling circulation loop comprises a Chiller plate type heat exchanger and a first water pump, and a liquid outlet of a power battery cooling pipeline is sequentially connected in series with the first water pump and the Chiller plate type heat exchanger and then connected with a liquid inlet of the power battery cooling pipeline to form a loop; the Chiller plate type heat exchanger and the evaporator are connected in parallel and are connected into the air-conditioning refrigeration circulation loop, and a second expansion valve is connected between the condenser and the Chiller plate type heat exchanger;
the high-voltage component low-temperature cooling circulation loop adopts a liquid cooling system and comprises an independent fuel cell high-voltage component cooling circulation loop and a power cell high-voltage component cooling circulation loop;
the fuel cell cooling/heating circulation loop comprises a finned radiator, a first PTC electric heater, a second water pump and a thermostat, wherein the finned radiator is arranged in a front cabin of the engine, a liquid outlet of the finned radiator is connected with a liquid inlet of the electric pile, a liquid outlet of the electric pile is connected with an inlet of the second water pump, an outlet of the second water pump is connected with an inlet of the thermostat, and a first outlet of the thermostat is connected with a liquid inlet of the finned radiator to form a fuel cell cooling circulation loop; and a second outlet of the thermostat is connected with an inlet of the first PTC electric heater, and an outlet of the first PTC electric heater is communicated with a liquid inlet of the electric pile to form a fuel cell heating circulation loop.
2. The fuel cell vehicle thermal management system of claim 1, wherein said fuel cell cooling/heating loop further comprises: an intercooler for cooling the supercharged intake air of the fuel cell;
the intercooler with the pile is parallelly connected, promptly the inlet of intercooler with the liquid outlet of finned radiator is linked together, the liquid outlet of intercooler with the import of second water pump is linked together.
3. The fuel cell vehicle thermal management system of claim 2, wherein the fuel cell cooling/heating cycle further comprises a stack kettle and a deionizer, an inlet of the second water pump is in communication with an outlet of the stack kettle, an inlet of the stack kettle is in communication with an outlet of the deionizer, and an outlet of the deionizer is in communication with an outlet of the second water pump.
4. A fuel cell vehicle thermal management system according to any one of claims 1 to 3,
the power battery high-voltage component cooling circulation loop comprises a first low-temperature circulation radiator, a third water pump, a charger, a voltage reduction DC/DC, a motor and power electronics which are sequentially connected in series to form a closed loop;
the fuel cell high-voltage component cooling circulation loop comprises a second low-temperature circulation radiator, a fourth water pump, an air compressor controller and a boosting DC/DC, the second low-temperature circulation radiator, the fourth water pump, the air compressor controller and the boosting DC/DC are sequentially connected in series to form a closed loop, and the air compressor is connected with the air compressor controller and the boosting DC/DC in parallel.
5. The fuel cell vehicle thermal management system according to claim 4, further comprising a passenger compartment heating circulation loop, comprising a second PTC electric heater, a fifth water pump and a warm air heat exchanger, wherein the warm air heat exchanger is disposed in the passenger compartment, a liquid outlet of the second PTC electric heater is communicated with a liquid inlet of the warm air heat exchanger, and a liquid outlet of the warm air heat exchanger is communicated with a liquid inlet of the second PTC electric heater through the fifth water pump.
6. The fuel cell vehicle thermal management system of claim 5, further comprising a controller, said controller connected to a vehicle CAN bus;
the corresponding temperature sensors are respectively arranged in the circulation loops and used for measuring the temperature of the cooling liquid in the loops, and the temperature sensors are connected with the controller;
the controller is connected with the water pumps, the first expansion valve, the second expansion valve, the compressor and the cooling fan through a CAN bus.
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| CN113246801A (en) * | 2021-05-12 | 2021-08-13 | 中国第一汽车股份有限公司 | Whole-vehicle thermal management system of fuel cell vehicle |
| CN113394429A (en) * | 2021-05-28 | 2021-09-14 | 东风汽车股份有限公司 | Heat radiation system for parallel hydrogen fuel cell truck |
| CN113394430A (en) * | 2021-05-28 | 2021-09-14 | 东风汽车股份有限公司 | Adjustable heat dissipation system for hydrogen fuel cell truck and heat dissipation method thereof |
| CN113696793A (en) * | 2021-08-26 | 2021-11-26 | 东风汽车集团股份有限公司 | Fuel cell thermal management system |
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