CN112002925A - Fuel cell automobile management system and control method thereof - Google Patents
Fuel cell automobile management system and control method thereof Download PDFInfo
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- CN112002925A CN112002925A CN202010674348.4A CN202010674348A CN112002925A CN 112002925 A CN112002925 A CN 112002925A CN 202010674348 A CN202010674348 A CN 202010674348A CN 112002925 A CN112002925 A CN 112002925A
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04029—Heat exchange using liquids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/04537—Electric variables
- H01M8/04604—Power, energy, capacity or load
- H01M8/04619—Power, energy, capacity or load of fuel cell stacks
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
- H01M8/04955—Shut-off or shut-down of fuel cells
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
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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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- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Fuel Cell (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model relates to a fuel cell automobile management system and a control method thereof, comprising a first switch device, a second switch device, a fuel cell stack, a first heating device, a heat exchange device and a heat dissipation device, wherein the fuel cell stack comprises a stack input end and a stack output end. And the output end of the electric pile is connected with a third interface of the first switch. The input end of the electric pile is connected with the second interface of the first switch. The first heating device is arranged between the second interface of the first switch and the input end of the electric pile. And the second end and the first end of the heat exchange device are respectively connected with the second interface of the second switch and the input end of the electric pile. The first end and the second end of the heat exchange device are also respectively connected with the two ends of the heating system. The refrigerant can enter the heat exchange device through the first switch device, the second switch third interface and the second switch second interface, and heat is transferred to the heating system through the heat exchange device. Thereby making full use of heat and improving the utilization rate of the waste heat of the hydrogen.
Description
Technical Field
The invention relates to the technical field of energy, in particular to a fuel cell automobile management system and a control method thereof.
Background
The fuel cell automobile has the advantages of energy conservation, environmental protection and the like, and has good application prospect. In particular in the field of commercial vehicles, fuel cell vehicles have a longer driving range than pure electric vehicles. However, fuel cell vehicles have a problem of low energy utilization in thermal applications, compared to conventional internal combustion engine vehicles.
Disclosure of Invention
In view of the above, it is necessary to provide a fuel cell vehicle management system and a control method thereof.
A fuel cell vehicle management system comprising:
the first switch device comprises a first switch first interface, a first switch second interface and a first switch third interface;
the second switch device comprises a second switch first interface, a second switch second interface and a second switch third interface, wherein the first switch first interface is connected with the second switch third interface;
the fuel cell stack comprises a stack input end and a stack output end, the stack output end is connected with the third interface of the first switch, and the stack input end is connected with the second interface of the first switch;
the first heating device is arranged between the second interface of the first switch and the input end of the electric pile;
the second end and the first end of the heat exchange device are respectively connected with the second switch second interface and the electric pile input end;
a heat sink, both ends of which are respectively connected with the first interface of the second switch and the input end of the electric pile, an
And the first end and the second end of the heat exchange device are also respectively connected with the two ends of the heating system.
In one embodiment, the device further comprises a first liquid storage device connected with the input end of the galvanic pile.
In one embodiment, the first switching device and the second switching device are both thermostats.
In one embodiment, the heating system includes:
the two ends of the heat dissipation pipeline are respectively connected with the first end and the second end of the heat exchange device;
a first end and a second end of the first valve are respectively connected with two ends of the heat dissipation pipeline, and the second end of the first valve is also connected with a second end of the heat exchange device; and
and the second end of the second valve is connected to the first end of the first valve, and the first end of the second valve is connected to the first end of the heat exchange device.
In one embodiment, the device further comprises a second heating device, and the second heating device is arranged on the heat dissipation pipeline.
In one embodiment, the device further comprises a defroster arranged on the heat dissipation pipeline.
In one embodiment, the heat dissipation pipeline further comprises a plurality of radiators connected in parallel or in series.
A control method of a fuel cell automobile management system is applied to the fuel cell automobile management system and comprises the following steps:
detecting the current power of the fuel cell stack;
when the power of the fuel cell stack is smaller than a power threshold value, the first switch third interface is controlled to be respectively conducted with the first switch second interface and the first switch first interface, the second switch third interface is controlled to be conducted with the second switch second interface, and the second switch third interface and the second switch first interface are controlled to be turned off.
In one embodiment, the method comprises:
and when the power of the fuel cell stack is not less than the power threshold, controlling the conduction of the third interface of the first switch and the first interface of the first switch, and controlling the conduction of the third interface of the second switch and the second interface of the second switch respectively.
In one embodiment, before the detecting the current power of the fuel cell stack, the method further includes:
detecting a current ambient temperature, and when the ambient temperature is less than a temperature threshold, executing the step of detecting the current power of the fuel cell stack.
In one embodiment, when the ambient temperature is not less than the temperature threshold, the first switch third interface and the first switch first interface are controlled to be conducted, and the second switch third interface and the second switch first interface are controlled to be conducted.
The fuel cell automobile management system and the control method thereof provided by the embodiment of the application comprise a first switch device, a second switch device, a fuel cell stack, a first heating device, a heat exchange device and a heat dissipation device. The first switching device comprises a first switch first interface, a first switch second interface and a first switch third interface. The second switching device includes a second switch first interface, a second switch second interface, and a second switch third interface. The fuel cell stack includes a stack input and a stack output. And the output end of the electric pile is connected with the third interface of the first switch. And the input end of the electric pile is connected with the second interface of the first switch. The first heating device is arranged between the second interface of the first switch and the input end of the electric pile. And the second end and the first end of the heat exchange device are respectively connected with the second interface of the second switch and the input end of the electric pile. And the first end and the second end of the heat exchange device are also respectively connected with two ends of the heating system.
By controlling the first interface of the second switch and the third interface of the second switch to be closed, the refrigerant can be prevented from reentering the heat dissipation device for heat dissipation. The refrigerant can enter the heat exchange device through the first switch device, the second switch third interface and the second switch second interface, and heat is transferred to the heating system through the heat exchange device. The refrigerant circulating in the heating system supplies heat to the carriage through the heating system, so that the heat is fully utilized, and the utilization rate of the hydrogen waste heat is improved. Furthermore, due to the low outside temperature, the refrigerant output from the fuel cell stack enters the first heating device through the third interface of the first switch and the second interface of the first switch to be heated, and then flows back to the fuel cell stack, so as to achieve the purpose of increasing the temperature of the refrigerant. Furthermore, the temperature of the fuel cell stack can be controlled by adjusting the amount of the refrigerant entering the first heating device.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic view of a fuel cell vehicle management system provided in accordance with an embodiment of the present application;
FIG. 2 is a schematic diagram of a normal power low temperature operating mode of a fuel cell vehicle management system according to an embodiment of the present application;
fig. 3 is a flowchart illustrating a control method of a fuel cell management system according to an embodiment of the present application.
FIG. 4 is a schematic diagram of a low power, low temperature mode of operation of a fuel cell vehicle management system according to an embodiment of the present application;
fig. 5 is a schematic view of a fuel cell vehicle management system in a normal temperature operation mode according to an embodiment of the present application.
Description of reference numerals:
the fuel cell automobile management system 10, the first switch device 100, the first switch first interface 110, the first switch second interface 120, the first switch third interface 130, the second switch device 200, the second switch first interface 210, the second switch second interface 220, the second switch third interface 230, the fuel cell stack 300, the stack input end 310, the stack output end 320, the first heating device 410, the heat exchange device 420, the heat dissipation device 430, the first liquid storage device 440, the second liquid storage device 450, the heating system 500, the heat dissipation pipeline 510, the first valve 520, the second valve 530, the second heating device 540, the defroster 550, the radiator 560, the first pump body 610, the second pump body 620, and the driver heater 630.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
Furthermore, 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 implicitly indicating the 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, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; 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 meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Referring to fig. 1, an embodiment of the present application provides a fuel cell vehicle management system 10. The fuel cell automobile management system 10 includes a first switching device 100, a second switching device 200, a fuel cell stack 300, a first heating device 410, a heat exchanging device 420, and a heat dissipating device 430. The first switching device 100 comprises a first switch first interface 110, a first switch second interface 120 and a first switch third interface 130. The second switching device 200 comprises a second switching first interface 210, a second switching second interface 220 and a second switching third interface 230. The fuel cell stack 300 includes a stack input 310 and a stack output 320. The stack output 320 is connected to the first switch third interface 130. The stack input 310 is connected to the first switch second interface 120. The first heating device 410 is disposed between the first switch second interface 120 and the stack input 310. A second end and a first end of the heat exchanging device 420 are respectively connected to the second switch second interface 220 and the stack input end 310. The first end and the second end of the heat exchanging device 420 are further connected to two ends of the heating system 500, respectively.
The fuel cell stack 300 may include a plurality of fuel cell stacks. The stack input terminal 310 and the stack output terminal 320 may be used to input and output a cooling medium, respectively. The first and second switching devices 100 and 200 may be three-way switches, respectively. The first switch first interface 110, the first switch second interface 120 and the first switch third interface 130 may be turned on two by two or three at the same time as required. The second switch first interface 210, the second switch second interface 220, and the second switch third interface 230 may be turned on two by two or three at the same time as required.
The first heating device 410 can heat the pipeline connected between the first switch second interface 120 and the stack input end 310 according to the requirement. The first heating device 410 may be an electric heater. When the temperature of the refrigerant flowing out of the stack output end 320 is low, the refrigerant may be heated by the first heating device 410.
The heat exchange device 420 can be a clamp-type heat exchanger, an immersion-type coil heat exchanger, a spray-type heat exchanger, a plate-type heat exchanger, a shell-and-tube heat exchanger, etc. The first and second ends of the heat exchange device 420 may have an inlet and an outlet, respectively.
The refrigerant output from the stack output end 320 may enter the inlet of the second end of the heat exchanging device 420 through the first switch third port 130, the first switch first port 110, the second switch third port 230, and the second switch first port 210. After heat exchange in the heat exchange device 420, the refrigerant may return to the fuel cell stack 300 through an outlet at a first end of the heat exchange device 420, thereby completing a heat exchange cycle.
The heating system 500 may be used to heat the cabin. A portion of the heat of the heating system 500 may come from electric heating. Another part of the heat may be obtained by heat exchange in the heat exchange device 420. Both ends of the heating system 500 may be connected to an inlet of the first end and an outlet of the second end of the heat exchanging device 420, respectively. Therefore, the refrigerant circulating through the heating system 500 may exchange heat with the refrigerant circulating through the fuel cell stack 300 in the heat exchange device 420, so as to obtain heat to supply heat to the vehicle interior.
Two ends of the heat dissipation device 430 are respectively connected to the second switch first interface 210 and the stack input end 310. When the second switch first port 210 and the second switch third port 230 are turned on, the refrigerant output from the fuel cell stack 300 may enter the second switching device 200 through the first switching device 100. After being cooled in the heat sink 430, the cooling medium may enter the fuel cell stack 300 from the stack input end 310 to cool the fuel cell stack 300. In one embodiment, the heat sink 430 may be an air-cooled heat sink.
It can be understood that when the outside temperature is low and the power of the fuel cell stack 300 is low, the fuel cell stack 300 operates with less heat generation, and if the heat is also dissipated through the heat dissipation device 430, the heat is inevitably wasted. By controlling the second switch first interface 210 and the second switch third interface 230 to be closed, the refrigerant can be prevented from reentering the heat sink 430 to dissipate heat. The refrigerant may enter the heat exchanger 420 through the first switch device 100, the second switch third port 230, and the second switch second port 220, and transfer heat to the heating system 500 through the heat exchanger 420. The refrigerant circulating in the heating system 500 supplies heat to the interior of the vehicle compartment through the heating system 500, thereby making full use of the heat and improving the utilization rate of the waste heat of the hydrogen. Further, since the external temperature is low, the refrigerant output from the fuel cell stack 300 enters the first heating device 410 through the first switch third interface 130 and the first switch second interface 120 to be heated, and then flows back to the fuel cell stack 300. It can be understood that by adjusting the ratio of the refrigerant flowing from the first switch third port 130 of the first switch device 100 to the first switch second port 120 and the first switch first port 110, the amount of the heated refrigerant can be adjusted, so as to achieve the purpose of controlling the temperature of the fuel cell stack 300.
The fuel cell automobile management system 10 provided by the embodiment of the application comprises a first switching device 100, a second switching device 200, a fuel cell stack 300, a first heating device 410, a heat exchanging device 420 and a heat dissipating device 430. The first switching device 100 comprises a first switch first interface 110, a first switch second interface 120 and a first switch third interface 130. The second switching device 200 comprises a second switching first interface 210, a second switching second interface 220 and a second switching third interface 230. The fuel cell stack 300 includes a stack input 310 and a stack output 320. The stack output 320 is connected to the first switch third interface 130. The stack input 310 is connected to the first switch second interface 120. The first heating device 410 is disposed between the first switch second interface 120 and the stack input 310. A second end and a first end of the heat exchanging device 420 are respectively connected to the second switch second interface 220 and the stack input end 310. The first end and the second end of the heat exchanging device 420 are further connected to two ends of the heating system 500, respectively.
By controlling the second switch first interface 210 and the second switch third interface 230 to be closed, the refrigerant can be prevented from reentering the heat sink 430 to dissipate heat. The refrigerant may enter the heat exchanger 420 through the first switch device 100, the second switch third port 230, and the second switch second port 220, and transfer heat to the heating system 500 through the heat exchanger 420. The refrigerant circulating in the heating system 500 supplies heat to the interior of the vehicle compartment through the heating system 500, thereby making full use of the heat and improving the utilization rate of the waste heat of the hydrogen. Further, since the external temperature is low, the refrigerant output from the fuel cell stack 300 enters the first heating device 410 through the first switch third interface 130 and the first switch second interface 120 to be heated, and then flows back to the fuel cell stack 300, so as to achieve the purpose of increasing the temperature of the refrigerant. Further, the amount of the cooling medium entering the first heating device 410 may be adjusted, so as to achieve the purpose of controlling the temperature of the fuel cell stack 300.
In one embodiment, the fuel cell vehicle management system 10 further includes a first reservoir 440. The first reservoir 440 is connected to the stack input 310. The first liquid storage device 440 can store a refrigerant. In one embodiment, the cooling medium may be water. When the amount of the cooling medium circulating through the fuel cell stack 300 is insufficient, the cooling medium may be supplemented to the fuel cell stack 300 through the first liquid storage device 440.
In one embodiment, the first switching device 100 and the second switching device 200 are both thermostats. The thermostat may be a thermostat. The thermostat may include a temperature sensing element. The thermostat may turn on and off the flow of air, gas or liquid by thermal expansion or contraction. The temperature of the fuel cell stack 300 may be the control target temperature of the thermostat. When the temperature of the fuel cell stack 300 is higher than or lower than the target temperature, the thermostat may automatically adjust the on-off and the opening of different interfaces, so as to control the circulation volume of the refrigerant and the heat exchange and heating of the refrigerant, so that the temperature of the fuel cell stack is equal to the target temperature.
Referring to fig. 2, in one embodiment, the heating system 500 includes a heat dissipating pipe 510, a first valve 520, and a second valve 530. Two ends of the heat dissipation pipe 510 are respectively connected to the first end and the second end of the heat exchanging device 420. The first end and the second end of the first valve 520 are respectively connected to two ends of the heat dissipation pipe 510. The second end of the first valve 520 is also connected to the second end of the heat exchanging device 420. A second end of the second valve 530 is connected to a first end of the first valve 520. A first end of the second valve 530 is connected to a first end of the heat exchanging device 420.
It can be understood that by controlling the opening and on-off of the first valve 520 and the second valve 530, the amount of the refrigerant entering the heat exchanger 420 of the heating system 500 can be controlled, and thus the heat exchange amount can be controlled.
Both ends of the heat dissipation pipe 510 may be connected to an inlet of a first end of the heat exchange device 420 and an outlet of a second end of the heat exchange device 420, respectively. Therefore, a refrigerant may circulate between the heat dissipating pipe 510 and the heat exchanging device 420. The flow rate of the refrigerant in the heat exchange pipeline can be controlled by the first valve 520. The amount of the refrigerant entering the heat exchanger 420 through the heat dissipating pipe 510 can be controlled by the second valve 530. The first valve 520 and the second valve 530 may cooperate. For example, when all the refrigerant in the heat dissipation pipe 510 needs to exchange heat, the first valve 520 may be closed, and the second valve 530 may be opened. Therefore, the refrigerant may enter the inlet of the first end of the heat exchanger 420 through the heat dissipation pipe 510 and the first and second ends of the second valve 530, and then flow out of the outlet of the second end of the heat exchanger 420 to enter the heat dissipation pipe 510. When heat exchange is not required, the second valve 530 may be controlled to be closed and the first valve 520 may be opened. The refrigerant can only circulate between the first valve 520 and the heat dissipation pipe 510.
In one embodiment, the fuel cell vehicle management system 10 further includes a second heating device 540. The second heating device 540 is disposed on the heat dissipation pipe 510. It is understood that the second heating device 540 may be turned on when the temperature in the vehicle compartment cannot be increased to the target value only by the heat exchange. The second heating device 540 may be an electric heater. The second heating device 540 can also heat the refrigerant in the heat dissipation pipeline 510.
In one embodiment, the fuel cell vehicle management system 10 further includes a defroster 550. The defroster 550 is disposed on the heat dissipation pipe 510. The heat radiating pipe 510 may be defrosted by the defroster 550.
In one embodiment, the heat sink circuit 510 further comprises a plurality of heat sinks 560 connected in parallel or in series. It is understood that a plurality of the heat sinks 560 may be connected in series and then in parallel. The radiator 560 may be distributed within the vehicle compartment as needed. In one embodiment, the heat dissipation pipe 510 may also be provided with a dedicated driver warmer 630.
In one embodiment, the fuel cell vehicle management system 10 further includes a second reservoir 450. The second reservoir 450 may be connected to the heat sink line 510. The second liquid storage device 450 may be used to store a refrigerant and supplement the refrigerant to the heat dissipation pipeline 510.
In one embodiment, the fuel cell vehicle management system 10 further includes a first pump body 610 and a second pump body 620. The first pump body 610 may be connected between the stack output 320 and the first switch third port 130. The first pump body 610 can provide power for refrigerant circulation. The second pump body 620 may be connected between the second heating device 540 and the first valve 520. The second pump 620 may provide power for the refrigerant to circulate in the heat dissipation pipe 510.
The fuel cell vehicle management system 10 may include at least three modes of operation. The three working modes comprise a low-power low-temperature running mode, a normal-power low-temperature running mode and a normal-temperature running mode.
Referring to fig. 3 and 4, an embodiment of the present application further provides a control method of the fuel cell vehicle management system 10. The method is applied to the fuel cell automobile management system 10 described in the above embodiment. The method comprises the following steps:
detecting the current power of the fuel cell stack 300;
when the power of the fuel cell stack 300 is less than the power threshold, the first switch third interface 130 is controlled to be respectively connected with the first switch second interface 120 and the first switch first interface 110, the second switch third interface 230 and the second switch second interface 220 are controlled to be connected, and the second switch third interface 230 and the second switch first interface 210 are controlled to be disconnected.
When the power of the fuel cell stack 300 is smaller than the power threshold and the current ambient temperature is smaller than the temperature threshold, it indicates that the outside temperature is lower and the temperature in the vehicle cabin is also lower. The low power low temperature operation mode may be operated at this time. It will be appreciated that the vehicle may be started first and then the current fuel cell power monitored.
Because the power of the fuel cell stack 300 is relatively low, the residual heat generated by the fuel cell stack 300 is limited, and the heat carried by the refrigerant passing through the stack output end 320 of the fuel cell stack 300 is limited. Thus, the fuel cell vehicle management system 10 may close the passage through the heat sink 430. That is, after the refrigerant flows out of the stack output end 320, the heat exchange with the refrigerant flowing through the heating system 500 may be performed in the heat exchanger 420 through the first switch third port 130, the second switch third port 230, and the second switch second port 220. Since the second switch third port 230 and the second switch first port 210 are turned off, the refrigerant does not enter the heat sink 430 to dissipate heat. Part of the refrigerant may also enter the first heating device 410 through the first switch third connector 130 and the first switch second connector 120 to be heated, so that the refrigerant may be controlled to reach a target temperature.
Referring to fig. 2, in one embodiment, the method includes:
when the power of the fuel cell stack 300 is not less than the power threshold, the first switch third interface 130 and the first switch first interface 110 are controlled to be conducted, and the second switch third interface 230 is respectively conducted with the second switch first interface 210 and the second switch second interface 220.
The present embodiment may be a normal power cryogenic operating mode. When the outside temperature is low and the power of the fuel cell stack 300 is greater than or equal to the power threshold, it indicates that the heat generated by the fuel cell stack 300 is large. Therefore, a part of the refrigerant may enter the heat sink 430 through the first switch third port 130, the first switch first port 110, the second switch third port 230, and the second switch first port 210 to dissipate heat. Further, the part of the refrigerant may also enter the heat exchanger 420 through the first switch third port 130, the first switch first port 110, and the second switch second port 220 to exchange heat with the refrigerant in the heating system 500. It can be understood that, at this time, the power of the fuel cell stack 300 is higher, so that the temperature of the cooling medium is higher, and the channels of the first switch third interface 130 and the first switch second interface 120 can be closed. That is, heating of the refrigerant is not required.
In one embodiment, before the detecting the current power of the fuel cell stack 300, a current ambient temperature is detected, and when the ambient temperature is less than a temperature threshold, the detecting the current power of the fuel cell stack 300 is performed.
Referring to fig. 5, in an embodiment, when the ambient temperature is not less than the temperature threshold, the first switch third interface 130 and the first switch first interface 110 are controlled to be turned on, and the second switch third interface 230 and the second switch first interface 210 are controlled to be turned on.
When the ambient temperature is not less than the temperature threshold, it indicates that the ambient temperature is higher, and the vehicle compartment may not need to be heated. The normal temperature operation mode may be operated at this time.
Therefore, the refrigerant output from the stack output end 320 may enter the heat sink 430 to be cooled after passing through the first switch third interface 130, the first switch first interface 110, the second switch third interface 230, and the second switch first interface 210, and then return to the fuel cell stack 300. At this time, the second switch second interface 220 is closed, and the refrigerant does not need to enter the heat exchanger for heat exchange. Further, the refrigerant does not need to enter the first heating device 410 through the first switch second connector 120 for heating.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (11)
1. A fuel cell vehicle management system, comprising:
a first switching device (100) comprising a first switch first interface (110), a first switch second interface (120) and a first switch third interface (130);
a second switching device (200) comprising a second switch first interface (210), a second switch second interface (220) and a second switch third interface (230), the first switch first interface (110) being connected with the second switch third interface (230);
a fuel cell stack (300) comprising a stack input (310) and a stack output (320), the stack output (320) being connected to the first switch third interface (130), the stack input (310) being connected to the first switch second interface (120);
a first heating device (410) disposed between the first switch second interface (120) and the stack input (310);
a second end and a first end of the heat exchange device (420) are respectively connected with the second switch second interface (220) and the electric pile input end (310);
a heat sink (430), both ends of the heat sink (430) being connected with the second switch first interface (210) and the stack input terminal (310), respectively, an
And the first end and the second end of the heat exchange device (420) are also respectively connected with the two ends of the heating system (500).
2. The fuel cell vehicle management system of claim 1, further comprising a first reservoir (440) coupled to the stack input (310).
3. The fuel cell vehicle management system according to claim 2, wherein the first switching device (100) and the second switching device (200) are each a thermostat.
4. The fuel cell vehicle management system according to claim 1, wherein the heating system (500) comprises:
the heat dissipation pipeline (510), two ends of the heat dissipation pipeline (510) are respectively connected with the first end and the second end of the heat exchange device (420);
a first valve (520), wherein a first end and a second end of the first valve (520) are respectively connected with two ends of the heat dissipation pipeline (510), and a second end of the first valve (520) is also connected with a second end of the heat exchange device (420); and
a second valve (530), a second end of the second valve (530) is connected to a first end of the first valve (520), and a first end of the second valve (530) is connected to a first end of the heat exchange device (420).
5. The fuel cell vehicle management system of claim 4, further comprising a second heating device (540), the second heating device (540) being disposed in the heat dissipation pipe (510).
6. The fuel cell vehicle management system according to claim 4, further comprising a defroster (550) provided to the heat radiation pipe (510).
7. The fuel cell vehicle management system of claim 4, wherein the heat sink conduit (510) further comprises a plurality of radiators (560) connected in parallel or in series.
8. A control method of a fuel cell vehicle management system applied to the fuel cell vehicle management system according to claim 1, characterized by comprising:
detecting the current power of the fuel cell stack (300);
when the power of the fuel cell stack (300) is less than a power threshold value, the first switch third interface (130) is controlled to be respectively conducted with the first switch second interface (120) and the first switch first interface (110), the second switch third interface (230) and the second switch second interface (220) are controlled to be conducted, and the second switch third interface (230) and the second switch first interface (210) are controlled to be turned off.
9. The control method of a fuel cell vehicle management system according to claim 8, characterized by comprising:
when the power of the fuel cell stack (300) is not less than the power threshold, the first switch third interface (130) and the first switch first interface (110) are controlled to be conducted, and the second switch third interface (230) is respectively conducted with the second switch first interface (210) and the second switch second interface (220).
10. The control method of a fuel cell vehicle management system according to claim 8, further comprising, before said detecting the current power of the fuel cell stack (300):
detecting a current ambient temperature, the step of detecting a current power of the fuel cell stack (300) being performed when the ambient temperature is less than a temperature threshold.
11. The control method of the fuel cell vehicle management system according to claim 10, wherein when the ambient temperature is not less than the temperature threshold, the first switch third interface (130) and the first switch first interface (110) are controlled to be conductive, and the second switch third interface (230) and the second switch first interface (210) are controlled to be conductive.
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| CN202010674348.4A CN112002925A (en) | 2020-07-14 | 2020-07-14 | Fuel cell automobile management system and control method thereof |
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