CN115036532A - Quick-response vehicle-mounted fuel cell heat management loop and control system - Google Patents
Quick-response vehicle-mounted fuel cell heat management loop and control system Download PDFInfo
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- 239000000446 fuel Substances 0.000 title claims abstract description 80
- 230000004044 response Effects 0.000 title claims abstract description 18
- 230000017525 heat dissipation Effects 0.000 claims abstract description 98
- 239000000110 cooling liquid Substances 0.000 claims abstract description 59
- 238000010438 heat treatment Methods 0.000 claims abstract description 22
- 239000002826 coolant Substances 0.000 claims description 29
- 238000000034 method Methods 0.000 claims description 9
- 230000020169 heat generation Effects 0.000 claims description 6
- 239000007788 liquid Substances 0.000 claims description 6
- 238000001816 cooling Methods 0.000 abstract description 17
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- H—ELECTRICITY
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- 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
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- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
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Abstract
The invention provides a quick-response vehicle-mounted fuel cell heat management loop and a control system, wherein the heat management loop comprises a heat dissipation branch, a heating branch and a constant temperature branch; a radiator is arranged in the heat dissipation branch, and a heater is arranged in the heating branch; the heat dissipation branch and the constant temperature branch are connected in parallel, and the heating branch and the fuel cell are connected in parallel; the flow distribution of the thermostat is adjusted by a control means based on the temperature of the heat dissipation outlet and the temperature of the fuel-electricity outlet, so that the problem of temperature fluctuation of cooling liquid caused by low temperature of externally circulated cooling liquid is solved; by adjusting the loop structure of the heat pipeline system, the cooling liquid continuously flows through the heater, and the problem of local dry burning of the heater is solved; by means of control based on the temperature of the heat dissipation outlet and the temperature of the fuel-electric inlet, real-time response is carried out on the temperature change of the cooling water, and cooling temperature fluctuation caused by lagging collection of the cooling temperature is solved.
Description
Technical Field
The invention relates to the technical field of fuel cell systems, in particular to a vehicle-mounted fuel cell thermal management loop with quick response and a control system.
Background
The fuel cell system is mainly composed of a supply system and a thermal management system. Wherein the supply system provides reactants to the fuel cell to maintain its reaction; the heat management system adjusts the flow, heating, heat dissipation and other functions through a control means, so that the fuel cell is in a proper temperature range, normal operation is guaranteed, and reaction efficiency is improved.
The quick response means that a control unit of the fuel cell heat management system can respond to changes of temperature, vehicle speed, heat generation quantity and the like in real time, and actively and quickly adjust functions of flow, heating, heat dissipation and the like in advance, so that the operating temperature of the fuel cell is kept stable.
FIG. 1 is a schematic diagram of a typical fuel cell thermal management system configuration, including components such as a heat sink, heater, thermostat, coolant pump, control unit, and coolant temperature acquisition; wherein, the cooling temperature acquisition acquires the temperature of cooling liquid entering or flowing out of the fuel cell; the control unit controls the thermostat to be switched to the heater loop when the cooling temperature is lower through comparing the cooling expected temperature with the cooling collected temperature, so that the cooling liquid flows through the heater, and meanwhile, the heater is started to heat the fuel cell; when the temperature of the cooling liquid is higher, the thermostat is controlled to be switched to the radiator loop, so that the cooling liquid flows through the radiator, the heat dissipation capacity of the radiator is controlled and adjusted, and the fuel cell is cooled. In this way, the temperature of the fuel cell is maintained within a suitable range.
However, in a general fuel cell thermal management system, the following problems are encountered.
1. When the fuel cell is started from a lower temperature, the temperature of cooling water of the heater circuit is higher, the temperature of cooling water of the radiator circuit is lower, and the control unit switches the cooling water from the heater circuit to the radiator circuit through the switching of the thermostat along with the rise of the temperature; in this case, since the externally-circulated low-temperature coolant enters, a large fluctuation in cooling temperature is caused;
2. when the thermostat is fully switched from the heater loop to the radiator loop, the coolant no longer flows through the heater; in this case, the residual heat of the heater will cause the local cooling liquid to be dried;
3. when the control unit controls the heat dissipation capacity of the radiator to change, the change is fed back to the cooling temperature acquisition to have hysteresis; in this case, the actual cooling temperature may fluctuate greatly;
4. when the power of the fuel cell changes, the heat generation quantity can change, and the control unit has hysteresis on the control of the heat dissipation quantity; in this case, the actual cooling temperature may fluctuate greatly;
5. the radiator radiates heat through gas-liquid heat exchange generated by driving air to flow. In a vehicular scenario, vehicle speed can also cause air flow; in this case, too high a vehicle speed may result in too low a cooling temperature, since the coolant flows through the radiator.
Disclosure of Invention
The invention aims to provide a vehicle-mounted fuel cell thermal management loop with quick response and a control system, so as to overcome the defects in the prior art.
In order to achieve the purpose, the invention provides the following technical scheme:
the application discloses a quick-response vehicle-mounted fuel cell heat management loop and a control system, wherein the heat management loop comprises a fuel cell, a radiator, a heater, a cooling liquid pump, a thermostat and a control unit, and the heat management loop comprises a heat radiation branch, a heating branch and a constant temperature branch; a radiator is arranged in the heat dissipation branch, and a heater is arranged in the heating branch; the heat dissipation branch and the constant temperature branch are connected in parallel, and the heating branch and the fuel cell are connected in parallel;
a cooling liquid outlet of the fuel cell is connected with an inlet of the cooling liquid pump, and an outlet of the cooling liquid pump is connected with inlets of the heat dissipation branch and the constant temperature branch; outlets of the heat dissipation branch and the constant temperature branch are connected with the heating branch and a cooling liquid inlet of the fuel cell, and an outlet of the heating branch is connected with an inlet of the cooling liquid pump;
the thermostat is provided with three inlets and outlets, wherein a first inlet and outlet and a second inlet and outlet are respectively connected with the heat dissipation branch and the constant temperature branch; the third inlet and outlet is connected with the outlet of the cooling liquid pump or the outlet of the heat dissipation branch and the outlet of the constant temperature branch; the control unit is electrically connected with the radiator, the heater, the cooling liquid pump and the thermostat;
the control system specifically comprises the following steps:
s1, acquiring the expected temperature T by the control unit, and acquiring the temperature T2 of a cooling liquid outlet of the fuel cell;
s2, judging the sizes of T and T2;
s21, if T2 is less than or equal to T, the control unit closes the radiator and opens the heater; closing the first inlet and outlet of the thermostat;
s22, if T2 is larger than T, the control unit turns off the heater;
s3, the control unit acquires the outlet temperature T3 of the radiator and judges the sizes of T3 and T;
s31, if the T3 is less than or equal to T, closing the radiator, and adjusting the opening amplitude of the first inlet/outlet and the second inlet/outlet of the thermostat;
and S32, if the T3 is larger than the T, closing the second inlet and outlet of the thermostat, and adjusting the heat dissipation capacity of the radiator.
Preferably, the adjusting of the heat dissipation capacity of the heat sink in step S32 specifically includes the following sub-steps:
s321, collecting the temperature T1 of cooling liquid of the fuel cell by a control unit; determining a heat dissipation expected temperature T' according to T and T1;
s322, controlling and collecting the heat generation quantity Q of the fuel cell, obtaining a heat dissipation expected proportion u according to T' and T3, and calculating a heat dissipation expected quantity E0 by combining Q;
s323, the control unit collects an ambient temperature T0 and vehicle speed information v; and determining a heat dissipation influence factor Kt according to the T and the T0, and calculating a heat dissipation control quantity E through E0, v and Kt.
Preferably, in step S31, the operation of adjusting the opening widths of the first inlet/outlet and the second inlet/outlet of the thermostat is as follows: and calculating the flow distribution proportion of the heat dissipation branch and the constant temperature branch based on T3, T2 and T, and adjusting the opening amplitude of the first inlet/outlet and the second inlet/outlet of the thermostat according to the flow distribution proportion.
Preferably, the method for determining the desired heat dissipation temperature T' in step S321 uses one of a PID equation, a function, or a lookup of a numerical table.
Preferably, the method for determining the heat dissipation influence factor Kt in step S323 uses one of a gas-liquid temperature difference heat dissipation formula, a numerical table query, an interpolation function, and a simplified function;
preferably, a first temperature collector is arranged at a cooling liquid inlet of the fuel cell, a second temperature collector is arranged at a cooling liquid outlet of the fuel cell, the first temperature collector and the second temperature collector are both electrically connected with the control unit, and an environment temperature collector is arranged on the control unit.
Preferably, a third temperature collector is arranged at an outlet of the radiator, and the third temperature collector is electrically connected with the control unit.
Preferably, the outlet temperature T3 of the radiator is equal to the coolant inlet temperature T1 of the fuel cell minus the temperature difference a.
Preferably, said temperature difference a is equal to 5 ℃.
The invention has the beneficial effects that:
1. the problem of temperature fluctuation of cooling liquid caused by low temperature of external circulation cooling liquid is solved by adjusting the flow distribution of the thermostat by a control means based on the temperature of a heat dissipation outlet and the temperature of a fuel-electricity outlet;
2. by adjusting the loop structure of the heat pipeline system, the cooling liquid continuously flows through the heater, and the problem of local dry burning of the heater is solved;
3. by means of control means based on the temperature of the heat dissipation outlet and the temperature of the fuel-electric inlet, real-time response is carried out on the temperature change of the cooling water, and cooling temperature fluctuation caused by lagging collection of the cooling temperature is solved;
4. by means of control means based on the output power and gears of the fuel cell, the change of the heat production quantity of the fuel cell is responded in real time, and cooling temperature fluctuation caused by lag of heat dissipation quantity control is solved;
5. through the control means based on the speed and the temperature, the heat dissipation capacity of the radiator is reduced, the flow of cooling water flowing through the radiator is adjusted, and the problem that the temperature of the cooling water is too low due to too fast speed is solved.
The features and advantages of the present invention will be described in detail by embodiments in conjunction with the accompanying drawings.
Drawings
FIG. 1 is a schematic diagram of a typical prior art fuel cell thermal management system configuration;
fig. 2 is a schematic diagram of a fuel cell thermal management circuit according to a first embodiment of the invention;
FIG. 3 is a flow chart of a control system according to a first embodiment of the present invention;
FIG. 4 is a schematic flow chart illustrating a process of adjusting the heat dissipation of the heat sink according to the first embodiment of the present invention;
fig. 5 is a schematic diagram of a fuel cell thermal management circuit according to a second embodiment of the invention;
FIG. 6 is a schematic diagram of a fuel cell thermal management circuit according to a third embodiment of the present invention;
in the figure.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood, however, that the description herein of specific embodiments is only intended to illustrate the invention and not to limit the scope of the invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
The first embodiment is as follows:
referring to fig. 2, the thermal management circuit according to the first embodiment of the present invention mainly includes the following components: a radiator for radiating heat to reduce the temperature of the cooling liquid; the heater is used for heating to improve the temperature of the cooling liquid; a thermostat for controlling the flow of coolant flowing through the radiator; the fuel-electricity inlet temperature acquisition device is positioned at the inlet of the fuel cell and used for feeding back the temperature of the cooling liquid entering the fuel cell; the fuel-electricity outlet temperature acquisition device is positioned at the outlet of the fuel cell and used for feeding back the internal temperature of the fuel cell; the temperature acquisition of the heat dissipation outlet is positioned at the outlet of the radiator and used for feeding back the temperature of the cooled coolant; the system comprises an ambient temperature acquisition unit, a heat sink and a control unit, wherein the ambient temperature acquisition unit is used for acquiring the ambient temperature contacted with the heat sink; the control unit is used for calculating the heat dissipation capacity required by the heat source and controlling the operation of the radiator; the cooling liquid pump is used for driving cooling liquid in the thermal management system to flow in a set direction; and the cooling liquid is used for transferring heat so as to maintain the temperature of the fuel cell in a reasonable interval.
The heat management loop comprises a heat dissipation branch, a heating branch and a constant temperature branch; a radiator is arranged in the heat dissipation branch, and a heater is arranged in the heating branch; the heat dissipation branch and the constant temperature branch are connected in parallel, and the heating branch and the fuel cell are connected in parallel; a cooling liquid outlet of the fuel cell is connected with an inlet of the cooling liquid pump, and an outlet of the cooling liquid pump is connected with inlets of the heat dissipation branch and the constant temperature branch; outlets of the heat dissipation branch and the constant temperature branch are connected with the heating branch and a cooling liquid inlet of the fuel cell, and an outlet of the heating branch is connected with an inlet of the cooling liquid pump; the thermostat is provided with three inlets and outlets, wherein a first inlet and outlet and a second inlet and outlet are respectively connected with the heat dissipation branch and the constant temperature branch; the third inlet and outlet is connected with the outlets of the heat dissipation branch and the constant temperature branch; the control unit is electrically connected with the radiator, the heater, the cooling liquid pump and the thermostat;
a first temperature collector is arranged at a cooling liquid inlet of the fuel cell, a second temperature collector is arranged at a cooling liquid outlet of the fuel cell, the first temperature collector and the second temperature collector are both electrically connected with a control unit, and an environment temperature collector is arranged on the control unit; a third temperature collector is arranged at an outlet of the radiator and is electrically connected with the control unit;
in a typical thermal management system, a fuel cell operates at a certain power P and generates heat, a coolant pump drives coolant to flow in a loop, and a control unit collects information such as temperature, vehicle speed, and heat generation amount and controls components in the thermal management loop, thereby implementing different control functions.
The flow of the cooling liquid in the thermal management circuit mainly comprises the following three schemes:
in case 1, the controller unit controls the first inlet/outlet of the thermostat to be closed, the second inlet/outlet and the third inlet/outlet to be opened, and the coolant pump drives the coolant to directly flow through the thermostat without passing through the radiator, and the coolant is divided into two paths which respectively flow through the fuel cell and the heater and finally return to the coolant pump.
In case 2, the control unit controls the first inlet and the second inlet of the thermostat to open at a certain range, and the coolant pump drives the coolant to flow through the thermostat in proportion or not through the radiator, then flows through the thermostat, and is divided into two paths which respectively flow through the fuel cell and the heater, and finally returns to the coolant pump.
In case 3, the controller unit controls the second inlet/outlet of the thermostat to close, the first inlet/outlet and the third inlet/outlet to open, and the coolant pump drives the coolant to flow through the radiator, then through the thermostat, and then divided into two paths which respectively flow through the fuel cell and the heater, and finally return to the coolant pump.
In the above situation, a typical operation flow is shown in fig. 3:
s1, the control unit respectively obtains a desired temperature setting T and a fuel-electricity outlet temperature T2;
s2, judging T and T2;
s21, if T2 is less than or equal to T, the current temperature of the cooling liquid is too low and heating is needed, so that the radiator is closed, the heater is started, and the scheme of the heat management loop in the case 1 is adopted;
and S22, if the T2 is larger than the T, the current coolant temperature meets the requirement of normal operation of the fuel system, so the heater is closed, the fuel is in an operation state in the whole process, the heat is generated, and the temperature of the coolant still continuously rises after the heater is closed.
S3, the control unit obtains the temperature T3 of the heat dissipation outlet; judging T and T3;
s31, if T3 is less than or equal to T, it is indicated that the temperature of the cooling water in the radiator is too low currently, and the flow of the cooling liquid in the radiator entering the fuel cell must be limited, so that the radiator is closed, and the flow distribution of the thermostat is adjusted by adopting the scheme of the thermal management loop in case 2, so that the low-temperature cooling liquid in the radiator is mixed with the high-temperature cooling liquid at the fuel cell outlet, and the temperature of the cooling liquid in the radiator is increased while the temperature of the cooling liquid entering the fuel cell is kept stable; the flow distribution ratio of the radiator pipe and the non-radiator pipe includes, but is not limited to, the following calculation formula:
wherein f1 is the flow ratio of the radiator pipeline; f2 is the flow ratio of the non-radiator pipe; t is the desired temperature setting; t2 is the stack exit temperature; t3 is the heat sink outlet temperature. For example: t70 ℃, T2 73 ℃, T3 68 ℃, then f1 is 60% and f2 is 40%.
S32, if T3 is larger than T, the current temperature of the radiator coolant is indicated to meet the normal operation of the fuel system, the heat dissipation capacity of the radiator is adjusted by adopting the scheme of the heat management loop in the case 3, the temperature of the coolant is reduced, and the stability of the temperature of the fuel cell is maintained;
further, referring to fig. 4, the detailed steps of adjusting the heat dissipation capacity of the heat sink are as follows:
s321, the control unit acquires a fuel-electricity inlet temperature T1. In step S8b, determining a heat dissipation expected temperature T' according to T and T1; if T1 is greater than T, it indicates that the temperature is higher, the temperature at the heat dissipation outlet needs to be reduced, and T' needs to be reduced; if T1 is less than T, it is indicated that the temperature is low, the temperature at the heat dissipation outlet needs to be raised, and T' needs to be increased; the temperature of the cooling liquid of the radiator pipeline is controlled through the heat radiation expected temperature T', and the influence of T1 disturbance on temperature control is reduced. The coolant temperature of the radiator is kept stable, so that the fuel-electric inlet temperature T1 coincides with the desired temperature setting T;
in a possible embodiment, the method for determining the expected heat dissipation temperature T' uses one of a PID equation, a function, or a lookup of a numerical table; the following PID equations are examples:
where a is a constant, u1(k) may be represented by a typical PID equation including, but not limited to:
wherein k is the operation times, if k is the current operation, k-1 is the previous operation, and so on, and k-n is the previous n operations; u (k) is the output value of the kth operation; e (k) is the k operation error value; kp is an integral coefficient; ki is a proportionality coefficient; kd is the differential coefficient.
In the PID calculation of T', k is the current calculation, and the error value e (k) is the difference between the current fuel inlet temperature T1 and the desired temperature setting T.
S322, the control unit acquires the electricity-burning heat generation quantity Q; converting the heat production Q into a control maximum for the radiator by a function of f (Q), the greater Q, the greater f (Q); and meanwhile, calculating T' and T3 to obtain a corresponding heat dissipation expected proportion u, and finally calculating the heat dissipation expected quantity E0. The expectation reflects the expected control quantity and the heat dissipation quantity requirement of the radiator, and the larger the value is, the higher the expected control quantity is, and the larger the heat dissipation quantity is;
the correlation equation is as follows:
f (q) may employ an operational expression including, but not limited to:
Further, the calculation of the heat dissipation desired ratio u may use a typical PID equation including, but not limited to:
wherein k is the operation times, if k is the current operation, k-1 is the previous operation, and so on, and k-n is the previous n operations; u (k) is the output value of the k operation; e (k) is the k operation error value; kp is an integral coefficient; ki is a proportionality coefficient; kd is the differential coefficient.
In the PID calculation of the heat dissipation amount, k is the current calculation, and the error value e (k) is the difference between the current heat dissipation expected temperature T' and the heat dissipation outlet temperature T3, so that the current heat dissipation expected ratio u can be obtained by calculation.
The PID can be replaced by other inputs having the desired heat dissipation temperature T 'and the heat dissipation outlet temperature T3 or the difference Δ T between the desired heat dissipation temperature T' and the heat dissipation outlet temperature T3, and the output as a function of the desired amount of heat dissipation E0
S323, the control unit acquires an ambient temperature T0, and the higher the ambient temperature is, the more unfavorable the heat dissipation is; the lower the ambient temperature, the more advantageous the heat dissipation. In step S8f, the control unit acquires vehicle speed information v. The vehicle speed is equivalent to the extra heat dissipation capacity of the radiator, and the faster the vehicle speed is, the larger the equivalent extra heat dissipation capacity is; the slower the vehicle speed, the less the equivalent additional heat dissipation. In step S8g, v is converted to an equivalent heat dissipation by the e (v) function, the larger v, the larger e (v) is. Meanwhile, T, T0 is calculated to obtain a corresponding heat dissipation influence factor Kt, and finally the heat dissipation control quantity E is calculated. The control amount reflects the actual control amount and the heat dissipation amount of the radiator, and the larger the value is, the higher the control amount is and the larger the heat dissipation amount is. The correlation equation is as follows:
wherein e (v) may adopt an operation formula including, but not limited to:
wherein c is a constant.
The heat dissipation formula due to the typical gas-liquid temperature difference is as follows:
where Q0 is the heat exchange amount and Δ T is the difference between the current set temperature T and the ambient temperature T0.
As can be seen from the above formula, the larger Δ T is, the larger heat exchange amount Q0 is for the same heat dissipation expectation; the smaller Δ T, the smaller heat exchange amount Q0 is for the same heat radiation expectation. To ensure that the value of Q0 is constant, the heat dissipation is expected to be smaller as Δ T is larger, and larger as Δ T is smaller.
The environmental impact factor Kt can be obtained by the following formula:
wherein, Δ TC is a reference temperature difference, and may be any self-set positive value.
If Δ T is less than or equal to 0, it means that the set temperature T is lower than the ambient temperature T0 and heat radiation is not possible, E = 0 and the radiator stops rotating.
The Kt obtaining mode may be obtained by adopting other simplified modes based on a gas-liquid temperature difference heat dissipation formula, including but not limited to the following variants: the method comprises the following steps that 1, Kt is obtained in a numerical table query mode, and Kt which corresponds to each different delta T exists in the numerical table; variant 2, obtaining Kt by means of an interpolation function, wherein a numerical table of Δ T corresponding to Kt exists, and if the current Δ T is located between two Δ ts existing in the table, calculating a corresponding Kt value by means of the interpolation function; in the modification 3, the calculation formula of Kt is simplified to a simple function such as a polynomial function or an inverse proportional function, and then calculation is performed.
Example two:
referring to fig. 5, the difference between the present embodiment and the first embodiment is: the thermostat is modified to be between the radiator and the coolant pump so that the third inlet and outlet is connected to the outlet of the coolant pump.
Example three:
referring to fig. 6, the difference between the present embodiment and the first embodiment is: the temperature collection of a heat dissipation outlet is cancelled, namely a third temperature collector is cancelled, the temperature of the fuel-electricity inlet is adopted for judgment, and a certain temperature difference a exists, such as 5 ℃.
1. The invention adjusts the flow distribution of the thermostat by a control means based on the temperature of the heat dissipation outlet and the temperature of the fuel-electricity outlet, and solves the problem of temperature fluctuation of the cooling liquid caused by low temperature of the externally circulated cooling liquid.
2. The invention can make the cooling liquid continuously flow through the heater by adjusting the loop structure of the heat pipeline system, thereby solving the problem of local dry burning of the heater.
3. The invention responds the change of the cooling water temperature in real time by a control means based on the temperature of the heat dissipation outlet and the temperature of the fuel-electric inlet, and solves the problem of cooling temperature fluctuation caused by the lag of the collection of the cooling temperature.
4. The invention responds the change of the heat production quantity of the fuel cell in real time by a control means based on the output power and the gear of the fuel cell, and solves the problem of cooling temperature fluctuation caused by the lag of the control of the heat dissipation quantity.
5. The invention reduces the heat dissipation capacity of the radiator and adjusts the flow of cooling water flowing through the radiator by a control means based on the vehicle speed and the temperature, thereby solving the problem of low temperature of the cooling water caused by over-high vehicle speed
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents or improvements made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. A quick response vehicle-mounted fuel cell heat management loop and a control system are provided, the heat management loop comprises a fuel cell, a radiator, a heater, a cooling liquid pump, a thermostat and a control unit, and is characterized in that: the heat management loop comprises a heat dissipation branch, a heating branch and a constant temperature branch; a radiator is arranged in the radiating branch, and a heater is arranged in the heating branch; the heat dissipation branch and the constant temperature branch are connected in parallel, and the heating branch and the fuel cell are connected in parallel;
a cooling liquid outlet of the fuel cell is connected with an inlet of the cooling liquid pump, and an outlet of the cooling liquid pump is connected with inlets of the heat dissipation branch and the constant temperature branch; outlets of the heat dissipation branch and the constant temperature branch are connected with the heating branch and a cooling liquid inlet of the fuel cell, and an outlet of the heating branch is connected with an inlet of the cooling liquid pump;
the thermostat is provided with three inlets and outlets, wherein a first inlet and outlet and a second inlet and outlet are respectively connected with the heat dissipation branch and the constant temperature branch; the third inlet and outlet is connected with the outlet of the cooling liquid pump or the outlet of the heat dissipation branch and the outlet of the constant temperature branch;
the control unit is electrically connected with the radiator, the heater, the cooling liquid pump and the thermostat;
the control system specifically comprises the following steps:
s1, acquiring the expected temperature T by the control unit, and acquiring the temperature T2 of a cooling liquid outlet of the fuel cell;
s2, judging the sizes of T and T2;
s21, if T2 is less than or equal to T, the control unit closes the radiator and opens the heater; closing the first inlet and outlet of the thermostat;
s22, if T2 is larger than T, the control unit turns off the heater;
s3, the control unit acquires the outlet temperature T3 of the radiator and judges the sizes of T3 and T;
s31, if the T3 is less than or equal to T, closing the radiator, and adjusting the opening amplitude of the first inlet and the second inlet of the thermostat;
and S32, if the T3 is larger than the T, closing the second inlet and outlet of the thermostat, and adjusting the heat dissipation capacity of the radiator.
2. The on-board rapid response fuel cell thermal management circuit and control system of claim 1, wherein: the step S32 of adjusting the heat dissipation of the heat sink specifically includes the following sub-steps:
s321, collecting the temperature T1 of cooling liquid of the fuel cell by a control unit; determining a heat dissipation expected temperature T' according to T and T1;
s322, controlling and collecting the heat generation quantity Q of the fuel cell, obtaining a heat dissipation expected proportion u according to T' and T3, and calculating a heat dissipation expected quantity E0 by combining Q;
s323, the control unit collects the ambient temperature T0 and the vehicle speed information v; and determining a heat dissipation influence factor Kt according to the T and the T0, and calculating a heat dissipation control quantity E through E0, v and Kt.
3. The on-board rapid response fuel cell thermal management circuit and control system of claim 1, wherein: in step S31, the operation of adjusting the opening amplitudes of the first inlet/outlet and the second inlet/outlet of the thermostat is specifically as follows: and calculating the flow distribution proportion of the heat dissipation branch and the constant temperature branch based on T3, T2 and T, and adjusting the opening amplitudes of the first inlet and the second inlet of the thermostat according to the flow distribution proportion.
4. A fast response on-board fuel cell thermal management loop and control system as set forth in claim 1, wherein: the method for determining the expected heat dissipation temperature T' in step S321 adopts one of PID formula, function, or numerical table query.
5. The on-board rapid response fuel cell thermal management circuit and control system of claim 1, wherein: in step S323, the method of determining the heat dissipation influence factor Kt employs one of a gas-liquid temperature difference heat dissipation formula, a numerical table lookup, an interpolation function, and a simplified function.
6. A fast response on-board fuel cell thermal management loop and control system as set forth in claim 1, wherein: the fuel cell cooling liquid entrance is equipped with first temperature collector, fuel cell's coolant liquid exit is equipped with the second temperature collector, first temperature collector and second temperature collector all with the control unit electric connection, the last ambient temperature collector that is equipped with of control unit.
7. The on-board rapid response fuel cell thermal management circuit and control system of claim 6, wherein: and a third temperature collector is arranged at an outlet of the radiator and electrically connected with the control unit.
8. The on-board rapid response fuel cell thermal management circuit and control system of claim 1, wherein: the outlet temperature T3 of the radiator is equal to the coolant inlet temperature T1 of the fuel cell minus the temperature difference a.
9. The on-board rapid response fuel cell thermal management circuit and control system of claim 8, wherein: said temperature difference a is equal to 5 ℃.
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| WO2021184490A1 (en) * | 2020-03-20 | 2021-09-23 | 清华大学 | Multi-environment comprehensive thermal management method for fuel cell vehicle |
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| US20170062846A1 (en) * | 2015-08-26 | 2017-03-02 | Hyundai Motor Company | Thermal management system of fuel cell vehicle |
| WO2021184490A1 (en) * | 2020-03-20 | 2021-09-23 | 清华大学 | Multi-environment comprehensive thermal management method for fuel cell vehicle |
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