WO2023031848A1 - Improved heat management system for a fuel cell vehicle - Google Patents
Improved heat management system for a fuel cell vehicle Download PDFInfo
- Publication number
- WO2023031848A1 WO2023031848A1 PCT/IB2022/058218 IB2022058218W WO2023031848A1 WO 2023031848 A1 WO2023031848 A1 WO 2023031848A1 IB 2022058218 W IB2022058218 W IB 2022058218W WO 2023031848 A1 WO2023031848 A1 WO 2023031848A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- conduit
- fuel cell
- brake resistor
- management system
- battery
- Prior art date
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 72
- 238000012546 transfer Methods 0.000 claims abstract description 5
- 239000012530 fluid Substances 0.000 claims description 50
- 230000003750 conditioning effect Effects 0.000 claims description 47
- 241000711981 Sais Species 0.000 claims 1
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 239000003507 refrigerant Substances 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000002674 ointment Substances 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000010261 cell growth Effects 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
Classifications
-
- 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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
-
- 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
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
-
- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
-
- 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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
-
- 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
Definitions
- the present invention concerns a heat management system, in particular a heat management system for a fuel cell vehicle .
- the present invention finds its preferred, although not exclusive , application in a heavy vehicle such as a truck; reference will be made to this application by way o f example below .
- Fuel cell vehicles comprise fuel cell modules that need to be maintained within a preset range of temperature . Accordingly, fuel cell modules need to be cooled or to be heated according to the vehicle operation and to environment conditions .
- each of them is provided with a speci fic heat management system that foresees the presence of heat exchangers , expansion tanks and ventilation means .
- An aim of the present invention is to satis fy the above mentioned needs in a cost ef fective and optimi zed way .
- Figure 1 is hydraulic schematic of the heat management system according to the invention.
- Figure 2 is hydraulic schematic of the heat management system according to the invention in a first operative condition
- Figure 3 is hydraulic schematic of the heat management system according to the invention in a second operative condition
- Figure 4 is hydraulic schematic of the heat management system according to the invention in a third operative condition
- Figure 5 is hydraulic schematic of the heat management system according to the invention in a fourth operative condition
- Figure 6 is hydraulic schematic of the heat management system according to the invention in a fi fth operative condition
- Figure 7 is hydraulic schematic of the heat management system according to the invention in a sixth operative condition .
- Figure 1 discloses in a schematic way a heat management system 1 for a heavy vehicle such as a truck (not shown) .
- the heavy vehicle comprises a fuel cell module 2 is configured, as known, to provide electrical energy via chemical reaction between hydrogen and oxygen .
- the heavy vehicle further comprises a battery module 3 configured to store and allow the utili zation of the electrical energy provided by the fuel cell module 2 .
- the heavy vehicle further comprises brake resistor means 4 configured to impart a braking torque on a rotating shaft , in order to brake the vehicle , via production of electrical energy and its dissipation as heat .
- the heavy vehicle is provided with a cab (not shown) for housing a driver during the use of the vehicle and therefore the heavy vehicle comprises a cab heater 5 configured to provide heat to the housing space of the cab .
- the heat management system 1 is configured to fluidly connect together , at least indirectly, the fuel cell module 2 , the battery module 3 , the brake resistor means 4 , the cab heater 5 , a plurality of heat exchangers 6 , 7 , 8 and at least an expansion tank 9 via a plurality of conduits and valve means to allow the trans fer of heat among the fuel cell module 4 , the battery module 3 , the brake resistor means 4 and the cab heater 5 in function of their temperature and their operational status .
- the heat management system 1 comprises a fuel cell portion 1 ' comprising a first conduit 11 and a second conduit 12 fluidly connecting the fluid cell module 2 and a fuel cell radiator 6 ' fluidly in series one with respect to the other .
- the fuel cell portion 1 ' further comprises a by-pass conduit 13 fluidly interposed between first and second conduits 11 , 12 in parallel with respect to fuel cell radiator 6 ' to bypass this latter .
- by-pass conduit 13 is fluidly connected to second conduit 12 via a T-j unction while it is connected to first conduit 11 via valve means 14 configured to make fluid flow towards the fuel cell radiator 6 ' or the by-pass conduit 13 .
- fuel cell portion 1 ' i s provided with pump means 15 fluidly interposed in one between first and second conduits 11 , 12 , in the discloses embodiment in second conduit 12 , and configured to make refrigerant flow recirculate between the conduits 11 , 12 and 13 , in particular from the fuel cel l radiator 6 ' towards the fuel cel l module 2 .
- Fuel cell portion 1 ' may further comprise a fuel cell expansion tank 9 ' fluidly connected to one between first and second conduits 11 , 12 , in the discloses embodiment to second conduit 12 upstream to valve means 15 , and configured to allow the expansion of conditioning fluid according to its temperature , as per se known .
- the heat management system 1 comprises a battery portion 1 ' ' comprising a first conduit 21 and a second conduit 22 fluidly connecting the battery module 3 and a battery radiator 6 ' ' in series one with respect to the other .
- the battery portion 1 ' ' further comprises a by-pass conduit 23 fluidly interposed between first and second conduits 21 , 22 in parallel with respect to battery radiator 6 ' ' to bypass this latter .
- by-pass conduit 23 is fluidly connected to second conduit 22 via a T-j unction while it is connected to first conduit 21 via valve means 24 configured to make fluid flow towards the battery radiator 6 ' ' or the by-pass conduit 23 .
- the battery portion 1 ' ' further comprises a chiller 7 fluidly interposed on by-pass conduit 23 .
- chiller 7 it is meant a radiator provided with conditioning means for actively withdrawing heat into environment while a passive dissipater is intended a mere radiator provided with ventilation means to withdraw into environment heat without the use of a conditioning cycle apparatus .
- battery portion 1 ' ' is provided with pump means 25 fluidly interposed in one between first and second conduits 21 , 22 , in the discloses embodiment in first conduit 21 , and configured to make refrigerant flow recirculate between the conduits 21 , 22 and 23 , in particular from the battery radiator 6 ' ' towards the battery module 4 .
- Battery portion 1 ' ' may further comprise a battery expansion tank 9 ' ' fluidly connected to one between first and second conduits 21 , 22 , in the discloses embodiment to first conduit 21 upstream to pump means 25 , and configured to allow the expansion of conditioning fluid according to its temperature , as per se known .
- the heat management system 1 comprises a brake resistor portion 1' ' ' comprising a first conduit 31 and a second conduit 32 fluidly connecting the cab heater 5 and the brake resistor means 4 in series one with respect to the other.
- Brake resistor portion 1' ' ' is provided with pump means 33 fluidly interposed in one between first and second conduits 31, 32, in the discloses embodiment in second conduit 32, and configured to make refrigerant flow recirculate between the conduits 31 and 32, in particular from the cab heater 5 towards brake resistor means 4.
- Brake resistor portion 1' ' ' may further comprise a brake resistor expansion tank 9' ' ' fluidly connected to one between first and second conduits 31, 32, in the discloses embodiment to second conduit 32 upstream to pump means 33, and configured to allow the expansion of conditioning fluid according to its temperature, as per se known.
- a brake resistor expansion tank 9' ' ' fluidly connected to one between first and second conduits 31, 32, in the discloses embodiment to second conduit 32 upstream to pump means 33, and configured to allow the expansion of conditioning fluid according to its temperature, as per se known.
- the brake resistor portion 1' ' ' and the fuel cell portion 1' such as the battery portion 1' ' and the fuel cell portion 1' are fluidly separated one with respect to the other, i.e. the conditioning fluid of fuel cell portion 1' is different with respect to the conditioning fluid flowing into brake resistor portion 1' ' ' and battery portion 1' ' .
- the brake resistor portion 1' ' ' comprises a heat exchanger 8 configured to allow the heat transfer between the conditioning fluids flowing into the fuel cell portion 1' and brake resistor portion 1' ' ' .
- the heat exchanger 8 is designed so as to maintain the two conditioning fluid flows separated one with respect to the other.
- heat exchanger 8 is a counter-flow heat exchanger .
- brake resistor portion 1' ' ' and battery portion 1' ' are fluidly connected via a plurality of connection conduits 41, 42, 43, 44, as described hereinafter, therefore the conditioning fluid that flows in brake resistor portion 1' ' ' and battery portion 1' ' is the same.
- the heat management system 1 comprises a first connection conduit 41 configured to fluidly connect a point on second conduit 32 of brake resistor portion 1' ' ' fluidly interposed between heat exchanger 8 and cab heater 5, preferably via a T-joint, with second conduit 22 of the battery portion 1' ' downstream to battery radiator 6' ' , preferably via valve means 41' .
- the heat management system 1 comprises a second connection conduit 42 configured to fluidly connect a point on first connection conduit 41, preferably via a T- joint, with first conduit 21 of the battery portion 1' ' in a point fluidly interposed between battery module 3 and battery radiator 6' ' , preferably via valve means 42' .
- Second connection conduit 42 is furthermore fluidly connected between the aforementioned T-joint and the valve means 42 to second conduit 32 of brake resistor portion 1' ' ' .
- the heat management system 1 comprises a third connection conduit 43 configured to fluidly connect a point on second conduit 32 of brake resistor portion 1' ' ' fluidly interposed between the connection of second connection conduit 42 and the brake resistor expansion tank 9' ' ' , preferably via a T-joint, with first conduit 21 of the battery portion 1' ' in a point fluidly interposed between the battery expansion tank 9' ' battery radiator 6' ' , preferably via a T-j oint .
- the heat management system 1 comprises a fourth connection conduit 44 configured to fluidly connect a point on first conduit 31 of brake resistor portion 1 ' ' ' fluidly interposed between the connection o f third connection conduit 43 and the brake resistor expans ion tank 9 ' ' ' ( and as represented preferably coincident with its fluidic connection point ) , preferably via a T-j oint , with second conduit 22 of the battery portion 1 ' ' in a point fluidly interposed between the battery radiator 6 ' ' and bypass conduit 23 , preferably via a valve means 44 ' .
- Heat management system 1 is furthermore provided with on-of f valves configured to allow or deny the flow of fluid on the respective conduit according .
- heat management system 1 comprises :
- a first valve 31 ' fluidly interposed on the second conduit 32 of the brake resistor portion 1 ' ' ' between the connection of the second connection conduit 42 and the heat exchanger 8 ;
- a second valve 31 ' ' fluidly interposed on the first conduit 31 of the brake resistor portion 1 ' ' ' between the connection of the third connection conduit 43 and the cab heater 5 ;
- a third valve 41 ' ' fluidly interposed on the first connection conduit 41 between the connection of the second connection conduit 42 and the brake resistor portion 1 ' ' ' ;
- a fourth valve 42 ' ' fluidly interposed on the second connection conduit 42 between the connection with the first connection conduit 41 and the brake resistor portion 1 ' ' ' ;
- valves and pump means disclosed in the portions and conduits are preferably electrically controlled via an electronic control unit , not shown, configured to vary their status .
- work vehicle is provided with temperature sensor means conf igured to detect the temperature of the fuel cell module 2 , of battery module 3 , of brake resistor means 4 and of cab heater 5 .
- sensor means are electrically connected to the electronic control unit that comprises elaboration means suitable for elaborating the temperature value detected by these latter and control consequently the valves and pump means of heat management system 1 .
- the operation of the above described heat management system 1 is the following .
- a first operative mode shown in figure 2 , the fuel cell module 2 is detected as below a lower temperature threshold, i . e . it is too cold .
- brake resistor means 4 provide a heat flow within brake resistor portion 1 ' ' ' to the conditioning fluid flowing therein .
- valves 41 ' ' , 42 ' ' , 43 ' , 44 ' and 42 ' do not allow the fluid to pass through themselves and therefore conditioning fluid flows only in conduits 31 , 32 carried by pump means 33 .
- the heated conditioning fluid from brake resistor means 4 passes through heat exchanger 8 providing a heat flow to the fuel cell module that increases its temperature . Such condition may be maintained till necessary to make temperature over the aforementioned lower threshold.
- the heat flow provided by the brake resistor means 4 may also be used by passing into cab heater 5 to provide a heat flow to cab of the vehicle, if also this later is too cold.
- the battery portion 1' ' is isolated from the other operation and valve means 14 are controlled to bypass fuel cell radiator 6' .
- a second operative mode shown in figure 3, the fuel cell module 2 and the battery module 3 are detected as below respective lower temperature thresholds, i.e. they are too cold. Accordingly, brake resistor means 4 provide a heat flow within brake resistor portion 1' ' ' to the conditioning fluid flowing therein.
- valves 41' ' , 42' ' , 43' do not allow the fluid to pass through themselves while valves 42' and 44' allows the passage within the battery portion 1' ' . Therefore, the heated conditioning fluid from brake resistor means 4 passes through heat exchanger 8 providing a heat flow to the fuel cell module that increases its temperature while part is deviated into conduit 21 thereby being pumped toward battery module 3 increasing also its temperature.
- valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43'31' , 41' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' .
- Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment.
- fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment.
- part of the conditioning fluid flows towards heat exchanger 8 thereby subcooling and providing a heat flow to the brake resistor portion 1' ' ' .
- heat exchanger 8 thereby subcooling and providing a heat flow to the brake resistor portion 1' ' ' .
- heat exchanger 8 thereby subcooling and providing a heat flow to the brake resistor portion 1' ' ' .
- part of such heat could be used into cab heater 5.
- valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43' , 42' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' and to exclude the heat exchanger 8.
- Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment.
- fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment.
- brake resistor means 4 provide heat to the conditioning fluid that flows towards battery radiator 6' ' and is dissipated into environment. If needed, part of such heat could be used into cab heater 5. In this case, not shown in the drawings, valve 31' ’ is open.
- valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43' , 42' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' and to exclude the heat exchanger 8.
- Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment. Instead, fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment.
- the conditioning fluid flows for security reason into brake resistor portion 1' ' ' without providing heat exchanges.
- valves 24 and 42 ' are controlled to allow the circulation o f conditioning fluid only between battery radiator 6 ' ' and battery module 3 while valves 41 ' ' , 43 ' , 31 ' ' are controlled make circulate conditioning fluid in brake resistor portion 1 ' ' ' only between brake resistor means 4 and cabin heater 5 .
- Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6 ' .
- heat from battery module 3 is trans ferred to conditioning fluid that is flow to battery radiator 6 ' ' wherein it is dissipated into environment .
- fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6 ' dissipating heat into environment .
- the conditioning fluid flows for security reason into brake resistor portion 1 ' ' ' without providing heat exchanges .
- fuel cell conditioning circuit is fluidly separated with respect to the battery and brake resistor conditioning circuit , there is no problem of contamination that could lead to wear due to chemical reactions in conduits .
- radiators i.e. passive heat exchangers
- the heat management system is compact and requires less elements, thereby being less costly, but, moreover, it allows reducing energy consumption on the vehicle.
- conduits, valve and pump means may be varied according to the typology and dimension of the elements of the vehicle.
- heat exchanger and the pump means such as temperature sensor means, may be of any typology.
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- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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Abstract
Vehicle comprising a fuel cell module (2), a battery module (3), brake resistor means (4) and a cab heater (5), said vehicle further comprising a heat management system (1) configured to fluidly connect together the latter operational elements with a plurality of heat exchangers (6, 7, 8) and at least an expansion tank (9) via a plurality of conduits and valve means to allow the transfer of heat them in function of their temperature and their operational status.
Description
" IMPROVED HEAT MANAGEMENT SYSTEM FOR A FUEL CELL VEHICLE"
CROSS-REFERENCE TO RELATED APPLICATIONS
This Patent Application claims priority from Italian Patent Application No . 102021000022877 filed on September 3 , 2021 , the entire disclosure of which is incorporated herein by reference .
TECHNICAL FIELD
The present invention concerns a heat management system, in particular a heat management system for a fuel cell vehicle .
The present invention finds its preferred, although not exclusive , application in a heavy vehicle such as a truck; reference will be made to this application by way o f example below .
BACKGROUND OF THE INVENTION
Fuel cell vehicles comprise fuel cell modules that need to be maintained within a preset range of temperature . Accordingly, fuel cell modules need to be cooled or to be heated according to the vehicle operation and to environment conditions .
Furthermore , such need is common with other operating modules of the vehicle such as the brake resistors , the cabin or battery modules .
In order to provide a correct management of the temperatures of all such elements , each of them is provided with a speci fic heat management system that foresees the presence of heat exchangers , expansion tanks and ventilation means .
The aforementioned heat management systems clearly increases the complexity of the vehicle , reduces the useful
spaces thereon and increases the manufacturing costs .
Moreover, the use of the known heat management systems foresees the use of electrical energy therefore reducing the ef ficiency of the vehicle .
Therefore , the need is felt to manage heat transmission into fuel cell vehicles to improve the ef ficiency of the system while saving costs , reducing encumbrances and allowing the operation of the di f ferent operational systems of the vehicle .
An aim of the present invention is to satis fy the above mentioned needs in a cost ef fective and optimi zed way .
SUMMARY OF THE INVENTION
The aforementioned aim is reached by a heat management system as claimed in the appended set of claims .
BRIEF DESCRIPTION OF DRAWINGS
For a better understanding of the present invention, a preferred embodiment is described in the following, by way of a non-limiting example , with reference to the attached drawings wherein :
• Figure 1 is hydraulic schematic of the heat management system according to the invention;
• Figure 2 is hydraulic schematic of the heat management system according to the invention in a first operative condition;
• Figure 3 is hydraulic schematic of the heat management system according to the invention in a second operative condition;
• Figure 4 is hydraulic schematic of the heat management system according to the invention in a third operative condition;
• Figure 5 is hydraulic schematic of the heat management
system according to the invention in a fourth operative condition;
• Figure 6 is hydraulic schematic of the heat management system according to the invention in a fi fth operative condition; and
• Figure 7 is hydraulic schematic of the heat management system according to the invention in a sixth operative condition .
DETAILED DESCRIPTION OF THE INVENTION
Figure 1 discloses in a schematic way a heat management system 1 for a heavy vehicle such as a truck (not shown) .
The heavy vehicle comprises a fuel cell module 2 is configured, as known, to provide electrical energy via chemical reaction between hydrogen and oxygen .
The heavy vehicle further comprises a battery module 3 configured to store and allow the utili zation of the electrical energy provided by the fuel cell module 2 .
The heavy vehicle further comprises brake resistor means 4 configured to impart a braking torque on a rotating shaft , in order to brake the vehicle , via production of electrical energy and its dissipation as heat .
The heavy vehicle is provided with a cab (not shown) for housing a driver during the use of the vehicle and therefore the heavy vehicle comprises a cab heater 5 configured to provide heat to the housing space of the cab .
According to the invention, the heat management system 1 is configured to fluidly connect together , at least indirectly, the fuel cell module 2 , the battery module 3 , the brake resistor means 4 , the cab heater 5 , a plurality of heat exchangers 6 , 7 , 8 and at least an expansion tank 9 via a plurality of conduits and valve means to allow the trans fer
of heat among the fuel cell module 4 , the battery module 3 , the brake resistor means 4 and the cab heater 5 in function of their temperature and their operational status .
In detail , according to the advantageous disclosed embodiment represented in figure 1 , the heat management system 1 comprises a fuel cell portion 1 ' comprising a first conduit 11 and a second conduit 12 fluidly connecting the fluid cell module 2 and a fuel cell radiator 6 ' fluidly in series one with respect to the other .
The fuel cell portion 1 ' further comprises a by-pass conduit 13 fluidly interposed between first and second conduits 11 , 12 in parallel with respect to fuel cell radiator 6 ' to bypass this latter . Advantageously, by-pass conduit 13 is fluidly connected to second conduit 12 via a T-j unction while it is connected to first conduit 11 via valve means 14 configured to make fluid flow towards the fuel cell radiator 6 ' or the by-pass conduit 13 .
Moreover, fuel cell portion 1 ' i s provided with pump means 15 fluidly interposed in one between first and second conduits 11 , 12 , in the discloses embodiment in second conduit 12 , and configured to make refrigerant flow recirculate between the conduits 11 , 12 and 13 , in particular from the fuel cel l radiator 6 ' towards the fuel cel l module 2 .
Fuel cell portion 1 ' may further comprise a fuel cell expansion tank 9 ' fluidly connected to one between first and second conduits 11 , 12 , in the discloses embodiment to second conduit 12 upstream to valve means 15 , and configured to allow the expansion of conditioning fluid according to its temperature , as per se known .
The heat management system 1 comprises a battery portion
1 ' ' comprising a first conduit 21 and a second conduit 22 fluidly connecting the battery module 3 and a battery radiator 6 ' ' in series one with respect to the other .
The battery portion 1 ' ' further comprises a by-pass conduit 23 fluidly interposed between first and second conduits 21 , 22 in parallel with respect to battery radiator 6 ' ' to bypass this latter . Advantageously, by-pass conduit 23 is fluidly connected to second conduit 22 via a T-j unction while it is connected to first conduit 21 via valve means 24 configured to make fluid flow towards the battery radiator 6 ' ' or the by-pass conduit 23 . The battery portion 1 ' ' further comprises a chiller 7 fluidly interposed on by-pass conduit 23 .
It is noticed that with chiller 7 it is meant a radiator provided with conditioning means for actively withdrawing heat into environment while a passive dissipater is intended a mere radiator provided with ventilation means to withdraw into environment heat without the use of a conditioning cycle apparatus .
Moreover, battery portion 1 ' ' is provided with pump means 25 fluidly interposed in one between first and second conduits 21 , 22 , in the discloses embodiment in first conduit 21 , and configured to make refrigerant flow recirculate between the conduits 21 , 22 and 23 , in particular from the battery radiator 6 ' ' towards the battery module 4 .
Battery portion 1 ' ' may further comprise a battery expansion tank 9 ' ' fluidly connected to one between first and second conduits 21 , 22 , in the discloses embodiment to first conduit 21 upstream to pump means 25 , and configured to allow the expansion of conditioning fluid according to its temperature , as per se known .
The heat management system 1 comprises a brake resistor portion 1' ' ' comprising a first conduit 31 and a second conduit 32 fluidly connecting the cab heater 5 and the brake resistor means 4 in series one with respect to the other.
Brake resistor portion 1' ' ' is provided with pump means 33 fluidly interposed in one between first and second conduits 31, 32, in the discloses embodiment in second conduit 32, and configured to make refrigerant flow recirculate between the conduits 31 and 32, in particular from the cab heater 5 towards brake resistor means 4.
Brake resistor portion 1' ' ' may further comprise a brake resistor expansion tank 9' ' ' fluidly connected to one between first and second conduits 31, 32, in the discloses embodiment to second conduit 32 upstream to pump means 33, and configured to allow the expansion of conditioning fluid according to its temperature, as per se known.
The brake resistor portion 1' ' ' and the fuel cell portion 1' , such as the battery portion 1' ' and the fuel cell portion 1' are fluidly separated one with respect to the other, i.e. the conditioning fluid of fuel cell portion 1' is different with respect to the conditioning fluid flowing into brake resistor portion 1' ' ' and battery portion 1' ' .
In particular, the brake resistor portion 1' ' ' comprises a heat exchanger 8 configured to allow the heat transfer between the conditioning fluids flowing into the fuel cell portion 1' and brake resistor portion 1' ' ' . Accordingly, the heat exchanger 8 is designed so as to maintain the two conditioning fluid flows separated one with respect to the other.
In the disclosed embodiment, according to the above
configuration, heat exchanger 8 is a counter-flow heat exchanger .
Advantageously, brake resistor portion 1' ' ' and battery portion 1' ' are fluidly connected via a plurality of connection conduits 41, 42, 43, 44, as described hereinafter, therefore the conditioning fluid that flows in brake resistor portion 1' ' ' and battery portion 1' ' is the same.
In detail, the heat management system 1 comprises a first connection conduit 41 configured to fluidly connect a point on second conduit 32 of brake resistor portion 1' ' ' fluidly interposed between heat exchanger 8 and cab heater 5, preferably via a T-joint, with second conduit 22 of the battery portion 1' ' downstream to battery radiator 6' ' , preferably via valve means 41' .
Furthermore, the heat management system 1 comprises a second connection conduit 42 configured to fluidly connect a point on first connection conduit 41, preferably via a T- joint, with first conduit 21 of the battery portion 1' ' in a point fluidly interposed between battery module 3 and battery radiator 6' ' , preferably via valve means 42' . Second connection conduit 42 is furthermore fluidly connected between the aforementioned T-joint and the valve means 42 to second conduit 32 of brake resistor portion 1' ' ' .
Furthermore, the heat management system 1 comprises a third connection conduit 43 configured to fluidly connect a point on second conduit 32 of brake resistor portion 1' ' ' fluidly interposed between the connection of second connection conduit 42 and the brake resistor expansion tank 9' ' ' , preferably via a T-joint, with first conduit 21 of the battery portion 1' ' in a point fluidly interposed between the battery expansion tank 9' ' battery radiator 6' ' ,
preferably via a T-j oint .
Moreover, the heat management system 1 comprises a fourth connection conduit 44 configured to fluidly connect a point on first conduit 31 of brake resistor portion 1 ' ' ' fluidly interposed between the connection o f third connection conduit 43 and the brake resistor expans ion tank 9 ' ' ' ( and as represented preferably coincident with its fluidic connection point ) , preferably via a T-j oint , with second conduit 22 of the battery portion 1 ' ' in a point fluidly interposed between the battery radiator 6 ' ' and bypass conduit 23 , preferably via a valve means 44 ' .
Heat management system 1 is furthermore provided with on-of f valves configured to allow or deny the flow of fluid on the respective conduit according .
In particular, according to the described configuration, heat management system 1 comprises :
- A first valve 31 ' fluidly interposed on the second conduit 32 of the brake resistor portion 1 ' ' ' between the connection of the second connection conduit 42 and the heat exchanger 8 ;
A second valve 31 ' ' fluidly interposed on the first conduit 31 of the brake resistor portion 1 ' ' ' between the connection of the third connection conduit 43 and the cab heater 5 ;
- A third valve 41 ' ' fluidly interposed on the first connection conduit 41 between the connection of the second connection conduit 42 and the brake resistor portion 1 ' ' ' ;
A fourth valve 42 ' ' fluidly interposed on the second connection conduit 42 between the connection with the first connection conduit 41 and the brake resistor
portion 1 ' ' ' ; and
- A fi fth valve 43 ' fluidly interposed on the third connection conduit 43 .
The aforementioned valves and pump means disclosed in the portions and conduits are preferably electrically controlled via an electronic control unit , not shown, configured to vary their status .
In particular, work vehicle is provided with temperature sensor means conf igured to detect the temperature of the fuel cell module 2 , of battery module 3 , of brake resistor means 4 and of cab heater 5 . Such sensor means are electrically connected to the electronic control unit that comprises elaboration means suitable for elaborating the temperature value detected by these latter and control consequently the valves and pump means of heat management system 1 .
The operation of the above described heat management system 1 is the following .
According to a first operative mode , shown in figure 2 , the fuel cell module 2 is detected as below a lower temperature threshold, i . e . it is too cold . Accordingly, brake resistor means 4 provide a heat flow within brake resistor portion 1 ' ' ' to the conditioning fluid flowing therein . In particular, valves 41 ' ' , 42 ' ' , 43 ' , 44 ' and 42 ' do not allow the fluid to pass through themselves and therefore conditioning fluid flows only in conduits 31 , 32 carried by pump means 33 . The heated conditioning fluid from brake resistor means 4 passes through heat exchanger 8 providing a heat flow to the fuel cell module that increases its temperature . Such condition may be maintained till necessary to make temperature over the aforementioned
lower threshold. As shown, the heat flow provided by the brake resistor means 4 may also be used by passing into cab heater 5 to provide a heat flow to cab of the vehicle, if also this later is too cold. During such operation the battery portion 1' ' is isolated from the other operation and valve means 14 are controlled to bypass fuel cell radiator 6' .
According to a second operative mode, shown in figure 3, the fuel cell module 2 and the battery module 3 are detected as below respective lower temperature thresholds, i.e. they are too cold. Accordingly, brake resistor means 4 provide a heat flow within brake resistor portion 1' ' ' to the conditioning fluid flowing therein. In particular, valves 41' ' , 42' ' , 43' do not allow the fluid to pass through themselves while valves 42' and 44' allows the passage within the battery portion 1' ' . Therefore, the heated conditioning fluid from brake resistor means 4 passes through heat exchanger 8 providing a heat flow to the fuel cell module that increases its temperature while part is deviated into conduit 21 thereby being pumped toward battery module 3 increasing also its temperature. Such two flows then join together upstream pump means 13 and are sent again to brake resistor means 4. Such condition may be maintained till necessary to make temperature over the aforementioned lower thresholds. As shown, the heat flow provided by the brake resistor means 4 may also be used by passing into cab heater 5to provide a heat flow to cab of the vehicle, if also this later is too cold. During valve means 14 are controlled to bypass fuel cell radiator 6' .
According to a third operative mode, shown in figure 4, the fuel cell module 2 and the battery module 3 are detected
as over respective upper temperature thresholds, i.e. they are too hot, while brake resistor means 4 are not working. In particular, valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43'31' , 41' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' . Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment. Instead, fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment. When returning towards the fuel cell module, part of the conditioning fluid flows towards heat exchanger 8 thereby subcooling and providing a heat flow to the brake resistor portion 1' ' ' . In this latter such heat is flow to battery radiator 6' ' and there dissipated into environment. If needed, part of such heat could be used into cab heater 5.
According to a fourth operative mode, shown in figure 5, the fuel cell module 2 and the battery module 3 are detected as over respective upper temperature thresholds, i.e. they are too hot, while brake resistor means 4 are working. In particular, valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43' , 42' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' and to exclude the heat exchanger 8. Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into
fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment. Instead, fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment. On the other hand the brake resistor means 4 provide heat to the conditioning fluid that flows towards battery radiator 6' ' and is dissipated into environment. If needed, part of such heat could be used into cab heater 5. In this case, not shown in the drawings, valve 31' ’ is open.
According to a fifth operative mode, shown in figure 6, the fuel cell module 2 and the battery module 3 are detected as over respective upper temperature thresholds, i.e. they are too hot, while brake resistor means 4 are not working. In particular, valves 24 and 42' are controlled to allow the circulation of conditioning fluid only between chiller 7 and battery module 3 while valves 41' , 43' , 42' ' are controlled to include in brake resistor portion 1' ' ' also battery heat exchanger 6' ' and to exclude the heat exchanger 8. Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6' . Then heat from battery module 3 is transferred to conditioning fluid that is flow to chiller 7 wherein it is dissipated into environment. Instead, fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6' dissipating heat into environment.
On the other hand the conditioning fluid flows for security reason into brake resistor portion 1' ' ' without providing heat exchanges.
According to a sixth operative mode, shown in figure 7, the fuel cell module 2 and the battery module 3 are detected
as over respective upper temperature thresholds , i . e . they are too hot , while brake resistor means 4 are not working . In particular, valves 24 and 42 ' are controlled to allow the circulation o f conditioning fluid only between battery radiator 6 ' ' and battery module 3 while valves 41 ' ' , 43 ' , 31 ' ' are controlled make circulate conditioning fluid in brake resistor portion 1 ' ' ' only between brake resistor means 4 and cabin heater 5 . Valve means 14 are instead controlled to make a great part of flow of conditioning fluid to flow into fuel cell radiator 6 ' . Then heat from battery module 3 is trans ferred to conditioning fluid that is flow to battery radiator 6 ' ' wherein it is dissipated into environment . Instead, fuel cell module 2 provides heat to conditioning fluid that flows towards fuel cell radiator 6 ' dissipating heat into environment . On the other hand the conditioning fluid flows for security reason into brake resistor portion 1 ' ' ' without providing heat exchanges .
In view of the foregoing, the advantages of a heat management system for a fuel cell vehicle according to the invention are apparent .
Thanks to the proposed heat management system there all the operative elements of the vehicle are fluidly connected together, it is possible to ef ficiently allow heat trans fer according to their needs .
Moreover, since fuel cell conditioning circuit is fluidly separated with respect to the battery and brake resistor conditioning circuit , there is no problem of contamination that could lead to wear due to chemical reactions in conduits .
Thanks to the combination of all the elements together it is possible :
- To use fuel cell and/or brake resistor heat to warm cab of the vehicle and/or battery module; and
- To use the heat exchangers of battery module and/or brake resistor/cab heater as additional heat exchangers for cooling down fuel cell and/or brake resistor (and even battery module, if needed) .
In view of the above, it may be sufficient to use radiators (i.e. passive heat exchangers) instead of using chillers that need active conditioning means, except for exceptional circumstances.
Accordingly, not only the heat management system is compact and requires less elements, thereby being less costly, but, moreover, it allows reducing energy consumption on the vehicle.
It is clear that modifications can be made to the described heat management system for a fuel cell vehicle that do not extend beyond the scope of protection defined by the claims.
For example, the relative topology of conduits, valve and pump means may be varied according to the typology and dimension of the elements of the vehicle.
Furthermore, the heat exchanger and the pump means, such as temperature sensor means, may be of any typology.
Claims
1.- Vehicle comprising a fuel cell module (2) , a battery module (3) , brake resistor means (4) and a cab heater (5) , said vehicle further comprising a heat management system (1) configured to fluidly connect together said fuel cell module
(4) , said battery module (3) , said brake resistor means (4) said cab heater (5) with a plurality of heat exchangers (6, 7, 8) and at least an expansion tank (9) via a plurality of conduits and valve means to allow the transfer of heat among said fuel cell module (2) , said battery module (3) , said brake resistor means (4) and said cab heater (5) in function of their temperature and their operational status.
2. - Vehicle according to claim 1, comprising: a fuel cell portion (1' ) comprising said fuel cell module
(2) and a fuel cell heat exchanger (6' ) fluidly connected in series one with respect to the other via a pair of conduits (11, 12) , , a battery portion (1' ' ) comprising said battery module
(3) and at least a heat exchanger (6' ' , 7) fluidly connected in series one with the other via a pair of conduits (21, 22) ,
- a brake resistor portion (1' ' ' ) comprising said brake resistor means (4) , a heat exchanger (8) and a cab heater
(5) fluidly connected in series one with the other via a pair of conduits (31, 32) ; wherein a conditioning fluid flowing into said fuel cell portion (1' ) is different with respect to a conditioning fluid flowing into said battery portion (1' ' ) or said brake resistor portion (1' ' ' ) .
3.- Heat management system according to claim 2, wherein a conditioning fluid flowing into said battery portion (1' ' )
is the same conditioning fluid flowing into said brake resistor portion (1' ' ' ) .
4.- Heat management system according to claim 2 or 3, wherein said heat exchanger (8) is a fluid to fluid heat exchanger that maintain fluidly separated said conditioning fluids of said fuel cell portion (1' ) with respect to said battery portion (1' ' ) or said brake resistor portion (1' ' ' ) .
5. - Heat management system according to any of claims 2 to 4, wherein said fuel cell portion (1' ) comprises a bypass conduit (13) fluidly interposed in parallel with respect to said pair of conduits (11, 12) to by-pass said fuel cell heat exchanger (6' ) , said by-pass conduit (13) being fluidly connected to at least one between said pair of conduits (11, 12) via valve means (14) .
6. - Heat management system according to any of claims 2 to 5, wherein said fuel cell portion (1' ) comprises pump means (15) configured to make conditioning fluid circulate between said fuel cell module (2) and said fuel cell heat exchanger ( 6' ) .
7.- Heat management system according to any of claims 2 to 6, wherein said brake resistor portion (1' ' ' ) comprises pump means (33) configured to make conditioning fuel circulate between said brake resistor means (4) , said cab heater (5) and said heat exchanger (8) .
8.- Heat management system according to any of claims 2 to 7, wherein said battery portion (1' ' ) comprises a first heat exchanger (6' ' ) fluidly interposed in series with said battery module (3) and a second heat exchanger (7) fluidly interposed on a by-pass conduit (23) that fluidly connect said pair of conduits (21, 22) in parallel to said first heat exchanger (6' ' ) , said by-pass conduit (23) being fluidly
connected to at least one between said pair of conduits (21, 22) via valve means (24) .
10. - Heat management system according to claim 8, wherein said first heat exchanger (6' ' ) is a radiator while sais second heat exchanger (7) is a chiller.
11. - Heat management system according to any of claims 2 to 10, wherein said pair of conduit (31, 32) of said brake resistor portion (1' ' ' ) are each provided with valve means ( 31' , 31' ' ) configured to allow or deny the passage of fluid on the respective conduit (31, 32) .
12. - Heat management system according to any of claims 2 to 11 further comprising the following connection conduits:
- a first connection conduit (41) configured to fluidly connect a point on second conduit (32) of brake resistor portion (1' ' ' ) with second conduit (22) of the battery portion (1' ' ) via valve means (41' ) ;
- a second connection conduit (42) configured to fluidly connect a point on first connection conduit (41) with first conduit (21) of the battery portion (1' ' ) via valve means ( 42 ' ) and a point on second conduit (32) of brake resistor portion ( 1 ' ' ' ) ;
- a third connection conduit (43) configured to fluidly connect a point on second conduit (32) of brake resistor portion (1' ' ' ) with first conduit (21) of the battery portion (1' ' ) ; a fourth connection conduit (44) configured to fluidly
connect a point on first conduit (31) of brake resistor portion (1' ' ' ) with second conduit (22) of the battery portion (1' ' ) in a point fluidly interposed between the battery radiator (6' ' ) and by-pass conduit (23) , preferably via a valve means (44) ' .
13.- Heat management system according to claim 12, wherein said first, second and third connection conduits (41, 42, 43) are provided with valve means (41' ' , 42' ' , 43' ) configured to allow or deny the passage of fluid on the respective conduit (31, 32) .
14.- Heat management system according to claims 2 to 13, wherein at least one among said fuel cell portion (1' ) , said battery portion (1' ' ) and said brake resistor portion (1' ' ' ) comprises an expansion tank (9' , 9' ' , 9' ' ' ) fluidly connected to one between said pair of conduits (11, 12, 21, 22, 31, 32) .
15.- Heat management system according to any of said preceding claims, comprising sensor means configured to retrieve data related to the temperature of said fuel cell module (4) , said battery module (3) , said brake resistor means (4) and said cab heater (5) and an electronic control unit electrically connected to said sensor means and comprising elaboration means to consequently control said valve means and said pump means in function of the data retrieved by said sensor means.
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IT102021000022877 | 2021-09-03 | ||
IT102021000022877A IT202100022877A1 (en) | 2021-09-03 | 2021-09-03 | IMPROVED HEAT MANAGEMENT SYSTEM FOR A FUEL CELL VEHICLE |
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WO2023031848A1 true WO2023031848A1 (en) | 2023-03-09 |
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PCT/IB2022/058218 WO2023031848A1 (en) | 2021-09-03 | 2022-09-01 | Improved heat management system for a fuel cell vehicle |
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IT (1) | IT202100022877A1 (en) |
WO (1) | WO2023031848A1 (en) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008147305A1 (en) * | 2007-05-15 | 2008-12-04 | Scania Cv Ab (Publ) | Heating system for use in a vehicle |
EP3444135A1 (en) * | 2017-08-13 | 2019-02-20 | Konvekta Aktiengesellschaft | Circulatory system for fuel cell vehicle |
CN111439167A (en) * | 2020-03-20 | 2020-07-24 | 清华大学 | Multi-environment comprehensive heat management method for fuel cell vehicle |
-
2021
- 2021-09-03 IT IT102021000022877A patent/IT202100022877A1/en unknown
-
2022
- 2022-09-01 WO PCT/IB2022/058218 patent/WO2023031848A1/en unknown
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008147305A1 (en) * | 2007-05-15 | 2008-12-04 | Scania Cv Ab (Publ) | Heating system for use in a vehicle |
EP3444135A1 (en) * | 2017-08-13 | 2019-02-20 | Konvekta Aktiengesellschaft | Circulatory system for fuel cell vehicle |
CN111439167A (en) * | 2020-03-20 | 2020-07-24 | 清华大学 | Multi-environment comprehensive heat management method for fuel cell vehicle |
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IT202100022877A1 (en) | 2023-03-03 |
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