CN113942368A - Cab heating system, control method thereof and vehicle thermal management system - Google Patents
Cab heating system, control method thereof and vehicle thermal management system Download PDFInfo
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- CN113942368A CN113942368A CN202111109357.XA CN202111109357A CN113942368A CN 113942368 A CN113942368 A CN 113942368A CN 202111109357 A CN202111109357 A CN 202111109357A CN 113942368 A CN113942368 A CN 113942368A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—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
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
Abstract
The application relates to a cab heating system, a control method thereof and a vehicle thermal management system, wherein the cab heating system comprises a cab heating component, a heat exchange component, a temperature sensor and a control unit. The heat exchange assembly comprises a first branch and a first valve, the first branch is connected to a cooling liquid outlet and a cooling liquid inlet of the fuel cell heat management system and is controlled to be on and off by the first valve, and the heat exchanger is connected to the first branch and a cab heating loop. The control unit controls the heating element and the first valve according to the liquid temperature value of the cooling liquid detected by the temperature sensor. When the cab heating system is in the first state, the first valve is opened, the heat exchanger enables the cooling liquid in the first branch circuit and the heat exchange medium in the cab heating loop to exchange heat, the heat of the cooling liquid is utilized to heat the cab, and the heating element stops heating at the moment, so that the working time of the heating element is shortened, and the heating energy consumption of the cab is reduced.
Description
Technical Field
The application relates to the technical field of fuel cell automobiles, in particular to a cab heating system, a control method thereof and a vehicle thermal management system.
Background
With the development of new energy technology, fuel cell vehicles have a wide application prospect due to the advantages of less pollution, high combustion efficiency and the like. The fuel cell automobile converts chemical energy of fuel into electric energy, the electric energy is utilized to drive the motor to work, and the motor drives a mechanical structure in the automobile, so that the automobile is driven to move forward.
However, since the fuel cell vehicle does not have a heat source of a conventional engine, the heating system of the cab is usually heated by a PTC (Positive Temperature Coefficient thermistor) heater alone, and there is a problem that the energy consumption of the heating system of the cab is large.
Disclosure of Invention
Therefore, it is necessary to provide a cab heating system, a control method thereof, and a vehicle thermal management system for reducing cab heating energy consumption, in order to solve the problem of excessive cab heating energy consumption in the prior art.
According to an aspect of the present application, there is provided a cab heating system including:
the cab heating assembly comprises a heating element and an air conditioner heater, wherein an outlet of the heating element is communicated with an inlet of the air conditioner heater, an outlet of the air conditioner heater is communicated with an inlet of the heating element to form a cab heating loop for circulating a heat exchange medium, the heating element is used for heating the heat exchange medium flowing through, and the air conditioner heater is used for releasing the heat of the heat exchange medium flowing through to a cab;
the heat exchange assembly comprises a first branch and a first valve, wherein the inlet of the first branch is used for being connected with the coolant outlet of the fuel cell thermal management system, and the outlet of the first branch is used for being connected with the coolant inlet of the fuel cell thermal management system; the first valve is arranged on the first branch circuit to control the on-off of the first branch circuit;
the heat exchanger is connected to the first branch and the cab heating loop, so that the cooling liquid in the first branch and the heat exchange medium in the cab heating loop exchange heat in the heat exchanger;
the temperature sensor is arranged at a cooling liquid outlet of the fuel cell thermal management system and used for detecting the liquid temperature value of the cooling liquid of the fuel cell thermal management system;
the control unit is electrically connected with the heating element, the first valve and the temperature sensor; the control unit is used for controlling the heating element and the first valve according to the liquid temperature value detected by the temperature sensor;
the cab heating system has a first state and a second state, when the cab heating system is in the first state, the heating element stops heating, and the first valve is opened; when the cab heating system is in the second state, the heating element heats, and the first valve is closed.
Above-mentioned driver's cabin heating system through setting up the heat exchanger that inserts first branch road and driver's cabin heating return circuit, makes the coolant liquid that flows through first branch road can carry out the heat transfer with heat transfer medium in the heat exchanger, and this heat transfer medium flows through the air conditioner heater in the driver's cabin heating return circuit, and air conditioner heater releases heat transfer medium's heat to the driver's cabin to the heat that makes the coolant liquid is used for raising the temperature for the driver's cabin. In the actual use process, the control unit controls the heating element and the first valve according to the liquid temperature value of the cooling liquid, so that the cab has a first state, in the first state, the cooling liquid flows through the first branch and exchanges heat with the heat exchange medium through the heat exchanger, and the heating element stops heating, the energy utilization of the cooling liquid of the fuel cell heat management system is realized, the heating time of the heating element is reduced, and the heating energy consumption of the cab is reduced.
In one embodiment, the heat exchanger comprises a first heat exchange channel and a second heat exchange channel which are independent of each other;
the first branch comprises a first sub-branch and a second sub-branch, an inlet of the first heat exchange channel is communicated with a cooling liquid outlet of the fuel cell heat management system through the first sub-branch, an outlet of the first heat exchange channel is communicated with a cooling liquid inlet of the fuel cell heat management system through the second sub-branch, and the first valve is mounted on the first sub-branch or the second sub-branch;
and the inlet of the second heat exchange channel is communicated with the outlet of the heating element, and the outlet of the second heat exchange channel is communicated with the inlet of the air conditioner heater.
In one embodiment, the cab heating assembly further comprises a water pump, and the water pump is connected to the cab heating loop to drive the heat exchange medium to circulate in the cab heating loop.
In one embodiment, the heating element comprises a PTC heater.
According to another aspect of the present application, there is provided a control method of a cab heating system as described in any one of the above embodiments, the control method of the cab heating system including the steps of:
the temperature sensor detects the liquid temperature value of the cooling liquid of the fuel cell thermal management system;
if the liquid temperature value is greater than or equal to a first preset threshold value, the control unit controls the heating element to stop heating and controls the first valve to be opened;
if the liquid temperature value is smaller than the first preset threshold value, the control unit controls the heating element to heat and controls the first valve to be closed.
In one embodiment, the first predetermined threshold is 60-65 ℃.
According to yet another aspect of the present application, there is provided a vehicle thermal management system comprising a fuel cell thermal management system and a cab heating system as described in any one of the embodiments above.
In one embodiment, the fuel cell thermal management system comprises:
a fuel cell stack cooling unit for cooling a fuel cell stack, the fuel cell stack cooling unit having a coolant inlet and a coolant outlet;
an inlet of the second branch is connected with the cooling liquid outlet, and an inlet of the second branch is connected with the cooling liquid inlet;
and the hydrogen heat exchanger is connected to the second branch.
In one embodiment, the fuel cell thermal management system further comprises a coolant heater, the coolant heater is connected to the second branch, an inlet of the coolant heater is communicated with the coolant outlet, and an outlet of the coolant heater is communicated with an inlet of the hydrogen heat exchanger.
In one embodiment, the fuel cell thermal management system further comprises:
the inlet of the second valve is communicated with the cooling liquid outlet of the fuel cell stack, the first outlet of the second valve is connected with the inlet of the first branch, and the second outlet of the second valve is connected with the inlet of the second branch;
and a first inlet of the third valve is connected with the outlet of the first branch, a second inlet of the third valve is connected with the outlet of the second branch, and an outlet of the third valve is communicated with the cooling liquid inlet.
Drawings
FIG. 1 is a schematic view of a cab heating system according to an embodiment of the present disclosure;
fig. 2 is a flowchart illustrating a control method of a cab heating system according to an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present application.
In the figure: 10. a cab heating component; 12. a heating element; 14. an air conditioning heater; 16. a water pump; 20. a first branch; 22. a first sub-branch; 24. a second sub-branch; 30. a first valve; 40. a heat exchanger; 50. a fuel cell stack cooling unit; 52. a heat sink; 54. a fan; 56. a thermostat; 60. a second branch circuit; 70. a hydrogen gas heat exchanger; 80. a coolant heater; 90. a second valve; 92. a third valve.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and that modifications may be made by one skilled in the art without departing from the spirit and scope of the application and it is therefore not intended to be limited to the specific embodiments disclosed below.
In the description of the present application, it is to be understood that the terms "center," "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 present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.
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 application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; 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 meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application, unless expressly stated or limited otherwise, 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 intervening media. 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.
Fig. 1 is a schematic diagram of a cab heating system according to an embodiment of the present invention.
Referring to fig. 1, a cab heating system according to an embodiment of the present application includes a cab heating component 10, a heat exchange component, a heat exchanger 40, a temperature sensor, and a control unit.
The cab heating assembly 10 comprises a heating element 12 and an air conditioner heater 14, wherein an outlet of the heating element 12 is communicated with an inlet of the air conditioner heater 14, and an outlet of the air conditioner heater 14 is communicated with an inlet of the heating element 12 to form a cab heating loop for circulating a heat exchange medium. The heating element 12 is used for heating the heat exchange medium flowing through, and the air conditioner heater 14 is used for releasing the heat of the heat exchange medium flowing through to the cab, so that the cab is heated.
The heat exchange assembly comprises a first branch 20 and a first valve 30, an inlet of the first branch 20 is used for being connected with a cooling liquid outlet of the fuel cell thermal management system, an outlet of the first branch 20 is used for being connected with a cooling liquid inlet of the fuel cell thermal management system, and the first valve 30 is installed on the first branch 20 to control the on-off of the first branch 20. The heat exchanger 40 is connected to the first branch 20 and the cab heating circuit, so that the coolant in the first branch 20 and the heat exchange medium in the cab heating circuit exchange heat in the heat exchanger 40. The temperature sensor is arranged at a cooling liquid outlet of the fuel cell thermal management system and used for detecting the liquid temperature of the cooling liquid of the fuel cell thermal management system. The control unit is electrically connected to the heating element 12, the first valve 30 and the temperature sensor, so that the control unit controls the heating element 12 and the first valve 30 according to the liquid temperature value detected by the temperature sensor.
The cab heating system has a first state and a second state under the control of the control unit. When the cab heating system is in the first state, the heating element 12 stops heating, and the first valve 30 is opened; when the cab heating system is in the second state, the heating element 12 is heating and the first valve 30 is closed.
In the cab heating system, the first branch 20 and the first valve 30 are arranged, so that when the first valve 30 is opened, the coolant of the fuel cell thermal management system flows through the first branch 20, the heat exchanger 40 connected to the first branch 20 and the cab heating loop is arranged, so that the coolant in the first branch 20 exchanges heat with the heat exchange medium in the cab heating loop in the heat exchanger 40, that is, the coolant is used for heating the heat exchange medium. Furthermore, by providing a temperature sensor and a control unit which controls the heating element 12 and the first valve 30 in dependence on the value of the liquid temperature of the cooling liquid measured by the temperature sensor, the cabin heating system can be switched between the first state and the second state.
When the cab heating system is in the first state, the first valve 30 is opened, and at this time, the coolant of the fuel cell system exchanges heat with the heat exchange medium through the heat exchanger 40 arranged in the first branch path 20, and part of heat of the coolant is transferred to the heat exchange medium, so that the temperature of the heat exchange medium is increased. The high-temperature heat exchange medium flows through the air conditioner heater 14, and releases heat to the cab through the air conditioner heater 14, so that heating of the cab is achieved. In the first state, the control unit also controls the heating element 12 to stop heating, and the heat of the cooling liquid of the fuel cell system is used for replacing the heating element 12 to heat the heat exchange medium, so that the heating time of the heating element 12 is shortened, and the heating energy consumption of the cab is reduced.
It will be appreciated that the control unit is configured to control the heating element 12 to stop heating and the first valve 30 to open when the liquid temperature value of the cooling liquid is within the appropriate temperature range. The appropriate temperature range means that the liquid temperature value of the coolant is greater than the temperature value of the heat exchange medium flowing through the air conditioner heater 14 before the cab heating system normally works, that is, the temperature value of the heat exchange medium is greater than the temperature value of the heat exchange medium when the heat exchange medium can effectively supply heat to the cab. Therefore, the cooling liquid can provide heat for the heat exchange medium, and the temperature value of the heat exchange medium in the cab heating loop is always within the range capable of effectively heating the cab.
When the liquid temperature value of the cooling liquid is not in the proper temperature range, the control unit controls the heating element 12 to heat, the first valve 30 is closed, and the cab heating system is in the second state. Heat is now supplied to the heat exchange medium by the heating element 12 so that the heat released by the heat exchange medium through the air conditioning heater 14 is sufficient to heat the cab.
Specifically, the heat exchanger 40 includes a first heat exchange passage and a second heat exchange passage independent of each other. As shown in fig. 1, first leg 20 includes a first sub-leg 22 and a second sub-leg 24. The inlet of the first heat exchange channel communicates with the coolant outlet of the fuel cell thermal management system via a first sub-branch 22, and the outlet of the first heat exchange channel communicates with the coolant inlet of the fuel cell thermal management system via a second sub-branch 24. The first valve 30 is installed in the first sub-branch 22 or the second sub-branch 24. The inlet of the second heat exchange channel is communicated with the outlet of the heating element 12, and the outlet of the second heat exchange channel is communicated with the inlet of the air conditioner heater 14. So, through setting up independent first heat transfer passageway and second heat transfer passageway each other, make coolant liquid and heat transfer medium can accomplish the heat transfer in heat exchanger 40 on the one hand, on the other hand ensures mutually noninterfere between the coolant liquid of fuel cell thermal management system and the heat transfer medium of driver's cabin heating system, thereby makes fuel cell thermal management system and driver's cabin heating system effectively operate respectively.
In practical use, when the cab heating system is in the first state, the coolant of the fuel cell thermal management system flows into the first sub-branch 22 from the coolant outlet, flows through the first heat exchange channel of the heat exchanger 40, exchanges heat with the heat exchange medium, flows out from the outlet of the first heat exchange channel, flows back to the coolant inlet of the fuel cell thermal management system after passing through the second sub-branch 24.
In one embodiment, as shown in FIG. 1, a first valve 30 is mounted to the first sub-branch 22. Alternatively, the first valve 30 may be a solenoid valve, which cooperates with a control element to control the first branch 20 to be opened or closed.
In one embodiment, the heating element 12 in the cab heating circuit may employ a PTC heater. The PTC heater has the advantages of small thermal resistance, high heat exchange efficiency and rapid temperature rise.
In some embodiments, as shown in fig. 1, the cab heating assembly 10 further includes a water pump 16, and the water pump 16 is connected to the cab heating circuit to drive the heat exchange medium to circulate in the cab heating circuit. Specifically, an inlet of the water pump 16 communicates with an outlet of the air conditioner heater 14 through a pipe, and an outlet of the water pump 16 communicates with an inlet of the heating element 12 through a pipe. That is, the water pump 16 is in communication between the outlet of the air conditioner heater 14 and the inlet of the heating element 12 through a pipe. In the actual use process, the heat exchange medium flows through the heating element 12, then flows into the second heat exchange channel of the heat exchanger 40, flows out from the outlet of the second heat exchange channel, flows through the air conditioner heater 14, releases the heat of the heat exchange medium to the cab by the air conditioner heater 14, and then flows back to the inlet of the heating element 12, thereby completing the primary circulation of the cab heating loop.
Fig. 2 is a flowchart of a control method of a cab heating system according to an embodiment of the present disclosure.
Referring to fig. 2, the present application also provides a control method of a cab heating system as described in any one of the above embodiments, the control method including the steps of:
s110: the temperature sensor detects a liquid temperature value of a coolant of the fuel cell thermal management system.
Furthermore, the control unit is electrically connected with the temperature sensor, and the control unit acquires the liquid temperature value through the temperature sensor and judges whether the liquid temperature value is greater than a first preset threshold value.
It should be noted that, when the cab heating system can meet the heating requirement of the cab, the first preset threshold is a temperature value of the heat exchange medium flowing into the air conditioner heater 14 in the cab heating loop before entering the inlet, that is, a temperature value of the heat exchange medium heated by the heating element 12.
S120: if the liquid temperature value is larger than or equal to the first preset threshold value, the control unit controls the heating element to stop heating and controls the first valve to be opened. If the liquid temperature value is smaller than the first preset threshold value, the control unit controls the heating element to heat and controls the first valve to be closed.
It can be understood that when the liquid temperature value is greater than the first preset threshold value, the liquid temperature value is greater than the temperature value of the heat exchange medium in the cab heating loop, so that the coolant can transfer heat to the heat exchange medium. At this time, the control unit controls the first valve to open, so that the cooling liquid flows through the heat exchanger of the first branch path 20, and the control unit controls the heating element to stop heating, that is, the cooling liquid is used to replace the heating element to heat the heat exchange medium.
If the liquid temperature value of the coolant of the fuel cell stack is less than the first preset threshold value, at this time, because the liquid temperature value of the coolant is insufficient to supply heat to the cab heating loop, the control unit controls the first valve 30 to be closed, so that the coolant does not flow through the first branch 20, and controls the heating element 12 to heat, and the cab heating loop is heated by the heating element 12 to meet the heating requirement of the cab.
The first preset threshold may be a preset temperature value (e.g., 60 ℃ or 65 ℃) or may be a preset temperature range (e.g., 60 ℃ to 65 ℃). In order to avoid frequent opening and closing of the first valve 30 when the liquid temperature of the coolant fluctuates around the first preset threshold, the first preset threshold may be set to a preset temperature range, and the cab heating system may be controlled to be switched off between the first state and the second state according to whether the liquid temperature of the coolant of the fuel cell stack is greater than or less than the preset temperature range. Specifically, if the liquid temperature value of the cooling liquid is greater than the preset temperature range, the control unit controls the heating element 12 to stop heating, and controls the first valve 30 to close; if the liquid temperature value of the cooling liquid is smaller than the preset temperature range, the control unit controls the heating element 12 to heat and controls the first valve 30 to open. Thus, frequent opening and closing of the first valve 30 is avoided, resulting in an extended life of the element.
Optionally, the first preset threshold is 60 ℃ to 65 ℃. In the present embodiment, when the liquid temperature value of the coolant of the fuel cell stack is greater than or equal to 65 ℃, the control unit controls the heating element 12 to stop heating and controls the first valve 30 to open. When the liquid temperature value of the cooling liquid of the fuel cell stack is less than 60 ℃, the control unit controls the heating element 12 to heat and controls the first valve 30 to close.
FIG. 3 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present application.
Referring to fig. 3, based on the cab heating system, the application further provides a vehicle thermal management system. The vehicle management system comprises a fuel cell thermal management system and a cab heating system as described in any one of the embodiments above.
The fuel cell thermal management system comprises a fuel cell stack, and the fuel cell stack converts chemical energy of fuel into electric energy by using reaction of the fuel and an oxidant.
In some embodiments, as shown in fig. 3, the fuel cell thermal management system further includes a fuel cell stack cooling unit 50, a second branch 60, and a hydrogen heat exchanger 70. The fuel cell stack cooling unit 50 serves to cool the fuel cell stack, and the fuel cell stack cooling unit 50 has a cooling fluid inlet and a cooling fluid outlet. The inlet of the second branch 60 is connected to the above-mentioned cooling liquid outlet, and the inlet of the second branch 60 is connected to the above-mentioned cooling liquid inlet. The hydrogen heat exchanger 70 is connected to the second branch 60.
In order to operate the fuel cell stack efficiently, the operating temperature of the fuel cell stack needs to be within a suitable range. However, the fuel cell stack generates a large amount of waste heat during its operation, and therefore the fuel cell stack cooling unit 50 is provided to cool the fuel cell stack to ensure high operating efficiency of the fuel cell stack and to extend the life span of the fuel cell stack. Specifically, the fuel cell stack is cooled by a coolant, and the coolant flows through the fuel cell stack, flows into the fuel cell stack cooling unit 50 from the coolant outlet, is cooled in the process, and returns to the fuel cell stack through the coolant inlet.
In some embodiments, the fuel cell stack cooling unit 50 includes a radiator 52 and a fan 54. Specifically, an inlet of the radiator 52 communicates with the coolant outlet through a pipe, and an outlet of the radiator 52 communicates with the coolant inlet through a pipe, so that the coolant to be cooled flows through the radiator 52. A fan 54 is provided at the radiator 52 for rapidly cooling the coolant flowing through the radiator 52.
Further, the fuel cell stack cooling unit 50 further includes a thermostat 56, and the thermostat 56 is used to control the flow of the cooling liquid through the different circulation loops. Since the coolant temperature is low immediately after the vehicle is started, the thermostat 56 causes the coolant circulation circuit to not include the radiator 52, so that the temperature of the fuel cell stack is rapidly raised to a temperature range in which the fuel cell stack operates efficiently. As the stack operating time increases, the temperature in the stack increases, and when the coolant temperature reaches the thermostat 56 turn-on temperature, the thermostat 56 turns on a large cycle, i.e., the coolant flows through the radiator 52, causing the coolant temperature to decrease.
In some embodiments of the present application, the fuel cell stack employs hydrogen fuel cells. It should be noted that, since the product of the reaction between hydrogen and oxygen is water, the fuel cell stack using hydrogen as fuel has the advantage of no pollution.
Specifically, when the hydrogen-oxygen fuel cell is operated, hydrogen is supplied to the hydrogen electrode, and the temperature of the hydrogen stored in the hydrogen storage tank is low, which cannot meet the requirement of the fuel cell stack on the temperature of the hydrogen. To solve this problem, in the above embodiment, as shown in fig. 3, the fuel cell thermal management system further includes a second branch 60 and a hydrogen gas heat exchanger 70 connected to the second branch 60. The inlet and outlet of the second branch 60 are connected to the coolant outlet and the coolant inlet, respectively, so that the coolant flows through the hydrogen heat exchanger 70 and exchanges heat with hydrogen gas in the hydrogen heat exchanger 70. Thus, the temperature of the hydrogen gas is increased, the power of the fuel cell stack is increased, and the heat of the coolant is further utilized.
In some embodiments, the hydrogen gas heat exchanger 70 includes a coolant flow channel and a hydrogen flow channel that are independent of each other. The coolant flow channel opens into the second branch 60 for the coolant to flow through. The gas inlet of the hydrogen flow channel is communicated with the hydrogen storage tank, so that the hydrogen from the hydrogen storage tank enters the hydrogen flow channel and is heated by the cooling liquid in the cooling liquid flow channel, and then the hydrogen flows out of the gas outlet of the hydrogen flow channel and enters the fuel cell stack for reaction.
Further, as shown in fig. 3, the fuel cell thermal management system further includes a coolant heater 80, the coolant heater 80 is connected to the second branch 60, an inlet of the coolant heater 80 is communicated with a coolant outlet, and an outlet of the coolant heater 80 is communicated with an inlet of the hydrogen heat exchanger 70. Since it is difficult to ensure that the heated hydrogen reaches the required temperature only by the heat of the coolant, the coolant in the second branch 60 is heated by the coolant heater 80 before flowing through the hydrogen heat exchanger 70 by providing the coolant heater 80, so as to more effectively increase the temperature of the hydrogen.
In one embodiment, the coolant heater 80 may employ a PTC heater.
Still further, the fuel cell thermal management system also includes a second valve 90 and a third valve 92. An inlet of the second valve 90 communicates with the coolant outlet of the fuel cell stack, a first outlet of the second valve 90 is connected to the inlet of the first branch passage 20, and a second outlet of the second valve 90 is connected to the inlet of the second branch passage 60. A first inlet of the third valve 92 is connected to the outlet of the first branch 20, a second inlet of the third valve 92 is connected to the outlet of the second branch 60, and an outlet of the third valve 92 is in communication with the coolant inlet of the fuel cell stack. By arranging the second valve 90 and the third valve 92, when the first valve 30 of the first branch 20 is opened, the cooling liquid of the fuel cell stack flows into the first branch 20 and the second branch 60 through the second valve 90, and flows back to the cooling liquid inlet of the fuel cell stack through the third valve 92 after heat exchange is completed in the heat exchanger 40 and the hydrogen heat exchanger 70, respectively.
In the vehicle thermal management system, the fuel cell stack is cooled by the fuel cell stack cooling unit 50, so that the fuel cell stack is in a proper temperature range, and the working efficiency of the fuel cell stack is improved. In addition, the second branch 60 and the hydrogen heat exchanger 70 are also arranged to heat the hydrogen by using the coolant, and the first branch 20 and the heat exchanger 40 are arranged to heat the heat exchange medium in the cab heating loop by using the coolant, so that the temperature of the coolant is reduced on one hand, and the heat of the coolant is utilized on the other hand, so that the energy consumption is reduced, and the comprehensive utilization of the energy in the fuel cell vehicle is realized.
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 application, 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 concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A cab heating system, comprising:
the cab heating assembly comprises a heating element and an air conditioner heater, wherein an outlet of the heating element is communicated with an inlet of the air conditioner heater, an outlet of the air conditioner heater is communicated with an inlet of the heating element to form a cab heating loop for circulating a heat exchange medium, the heating element is used for heating the heat exchange medium flowing through, and the air conditioner heater is used for releasing the heat of the heat exchange medium flowing through to a cab;
the heat exchange assembly comprises a first branch and a first valve, wherein the inlet of the first branch is used for being connected with the coolant outlet of the fuel cell thermal management system, and the outlet of the first branch is used for being connected with the coolant inlet of the fuel cell thermal management system; the first valve is arranged on the first branch circuit to control the on-off of the first branch circuit;
the heat exchanger is connected to the first branch and the cab heating loop, so that the cooling liquid in the first branch and the heat exchange medium in the cab heating loop exchange heat in the heat exchanger;
the temperature sensor is arranged at a cooling liquid outlet of the fuel cell thermal management system and used for detecting the liquid temperature value of the cooling liquid of the fuel cell thermal management system;
the control unit is electrically connected with the heating element, the first valve and the temperature sensor; the control unit is used for controlling the heating element and the first valve according to the liquid temperature value detected by the temperature sensor;
the cab heating system has a first state and a second state, when the cab heating system is in the first state, the heating element stops heating, and the first valve is opened; when the cab heating system is in the second state, the heating element heats, and the first valve is closed.
2. The cab heating system according to claim 1, wherein the heat exchanger includes a first heat exchange passage and a second heat exchange passage independent of each other;
the first branch comprises a first sub-branch and a second sub-branch, an inlet of the first heat exchange channel is communicated with a cooling liquid outlet of the fuel cell heat management system through the first sub-branch, an outlet of the first heat exchange channel is communicated with a cooling liquid inlet of the fuel cell heat management system through the second sub-branch, and the first valve is mounted on the first sub-branch or the second sub-branch;
and the inlet of the second heat exchange channel is communicated with the outlet of the heating element, and the outlet of the second heat exchange channel is communicated with the inlet of the air conditioner heater.
3. The cab heating system according to claim 1, wherein the cab heating assembly further comprises a water pump, and the water pump is connected to the cab heating loop to drive the heat exchange medium to circulate in the cab heating loop.
4. The cab heating system according to claim 1, wherein the heating element includes a PTC heater.
5. A control method of a cab heating system according to any one of claims 1 to 4, characterized by comprising the steps of:
the temperature sensor detects the liquid temperature value of the cooling liquid of the fuel cell thermal management system;
if the liquid temperature value is greater than or equal to a first preset threshold value, the control unit controls the heating element to stop heating and controls the first valve to be opened;
if the liquid temperature value is smaller than the first preset threshold value, the control unit controls the heating element to heat and controls the first valve to be closed.
6. The control method of the cab heating system according to claim 5, wherein the first preset threshold is 60 to 65 ℃.
7. A vehicle thermal management system, characterized by comprising a fuel cell thermal management system and a cab heating system according to any one of claims 1 to 4.
8. The vehicle thermal management system of claim 7, wherein the fuel cell thermal management system comprises:
a fuel cell stack cooling unit for cooling a fuel cell stack, the fuel cell stack cooling unit having a coolant inlet and a coolant outlet;
an inlet of the second branch is connected with the cooling liquid outlet, and an inlet of the second branch is connected with the cooling liquid inlet;
and the hydrogen heat exchanger is connected to the second branch.
9. The vehicle thermal management system of claim 8, further comprising a coolant heater coupled to the second branch, wherein an inlet of the coolant heater is in communication with the coolant outlet, and wherein an outlet of the coolant heater is in communication with an inlet of the hydrogen gas heat exchanger.
10. The vehicle thermal management system of claim 9, further comprising:
the inlet of the second valve is communicated with the cooling liquid outlet, the first outlet of the second valve is connected with the inlet of the first branch, and the second outlet of the second valve is connected with the inlet of the second branch;
and a first inlet of the third valve is connected with the outlet of the first branch, a second inlet of the third valve is connected with the outlet of the second branch, and an outlet of the third valve is communicated with the cooling liquid inlet.
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| CN202111109357.XA CN113942368A (en) | 2021-09-22 | 2021-09-22 | Cab heating system, control method thereof and vehicle thermal management system |
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| CN202111109357.XA CN113942368A (en) | 2021-09-22 | 2021-09-22 | Cab heating system, control method thereof and vehicle thermal management system |
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