CN210120193U - Vehicle-mounted liquid hydrogen storage and supply system and vehicle with same - Google Patents
Vehicle-mounted liquid hydrogen storage and supply system and vehicle with same Download PDFInfo
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- CN210120193U CN210120193U CN201921044774.9U CN201921044774U CN210120193U CN 210120193 U CN210120193 U CN 210120193U CN 201921044774 U CN201921044774 U CN 201921044774U CN 210120193 U CN210120193 U CN 210120193U
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- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
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Abstract
The utility model provides a vehicle-mounted liquid hydrogen storage and supply system and be provided with vehicle of this system, this vehicle-mounted liquid hydrogen storage and supply system includes: a liquid hydrogen container for storing liquid hydrogen; the gaseous hydrogen container is communicated with the liquid hydrogen container and is used for storing gaseous hydrogen; a first heat transfer loop for providing heat generated by combustion of hydrogen in the gaseous hydrogen vessel to a power cell and/or fuel cell stack. According to the application, the system can fully utilize the heat released by daily evaporated hydrogen combustion, provide auxiliary heat for the fuel cell stack during cold start, and provide auxiliary heat for the power cell cold start.
Description
Technical Field
The utility model relates to an on-vehicle hydrogen source technical field in the hydrogen fuel cell car, in particular to on-vehicle liquid hydrogen system and the vehicle that is provided with this system that stores up supply.
Background
The hydrogen energy is rich and pollution-free, and is a new energy widely focused in the future. With the rapid development and industrialization of hydrogen energy fuel cells and electric automobiles, vehicle-mounted hydrogen source technology has attracted extensive attention in developed countries. At present, high-pressure hydrogen is still used as a main way for storing and transporting hydrogen in China, but as fuel or an energy carrier, liquid hydrogen is preferably used and stored, and the vehicle-mounted liquid hydrogen technology is closer to the practical target requirement in consideration of mass and volume hydrogen storage density. On-vehicle liquid hydrogen related studies have been currently conducted in countries such as the united states, europe, and japan.
In the liquid hydrogen storage and transportation technology, during the operation of a fuel cell, liquid hydrogen needs to be converted into gaseous hydrogen through a gasification device and then enters a fuel cell stack. The liquid hydrogen gasification needs to absorb a large amount of energy, and the cold start of the electric pile is burdened. In addition, the volume of the liquid hydrogen low-temperature tank is about 2 times of that of liquid hydrogen due to the heat insulation requirement of liquid hydrogen storage and transportation, and the actual volume of a liquid hydrogen supply system is larger, so that the liquid hydrogen low-temperature tank is more suitable for commercial heavy trucks or passenger cars. However, even if the liquid hydrogen container is a vacuum heat-insulating cabin, the evaporation problem of the liquid hydrogen cannot be solved at the expense of larger storage volume, the liquid hydrogen is evaporated into gas at all times, the pressure of the container is increased, and the liquid hydrogen container needs to be discharged periodically, so that hidden dangers exist in the vehicle-mounted liquid hydrogen system in the aspects of economy and safety.
The normal working temperature of the fuel cell stack is 30-70 ℃. If the temperature is too low, water generated by the reaction is condensed to block a gas heat dissipation channel, the performance of the galvanic pile is deteriorated, and if the temperature is too high, the membrane electrode lacks water, and the proton exchange membrane cannot normally work or even is damaged. At present, the cold starting capability and the cost of the fuel cell system are too high, and the cold starting capability and the cost become main internal factors which restrict the development of fuel cell automobiles. At present, mechanisms such as domestic and foreign automobile enterprises and colleges and universities of research institutes and the like all carry out a large number of bench tests and test runs by improving the cold start time of fuel cell automobiles. The fuel cell cold starting level of the vehicle enterprises in China has a large difference from the international level, and the technology needs to be continuously improved to improve the strength. How to quickly and reliably start up the fuel cell system at below 0 ℃, even lower-30 ℃ and shorten the start-up time as much as possible is an urgent problem to be solved. Since icing can cause irreversible damage to the stack, it is desirable to avoid the "icing/thawing" process experienced by the stack during cold start-up as much as possible. In addition to the improvement of the galvanic pile material aiming at cold start, the supplementary heat is provided for the galvanic pile, so that the cold start reliability is greatly increased and better start performance is obtained.
In addition, the power battery also has the problem of cold start, when the power battery is used in a low-temperature environment below 0 ℃ for a long time, the energy of the lithium battery is rapidly lost, the endurance mileage of the whole vehicle is reduced by more than 40% on average, and meanwhile, the cycle life of the battery pack is also rapidly shortened. At present, a natural cooling scheme is mostly used for a thermal management system of the power battery, and the thermal management system with an active cooling scheme is designed into an air cooling or water cooling structure and the like. In order to improve the low-temperature performance of the lithium ion battery, the air cooling scheme is that the HV-PTC is generally used for directly heating the battery module and then heating the battery pack to the optimal working temperature; the power battery pack adopting the water cooling scheme usually connects the heat management system with an air conditioning system, and the air conditioning system such as a heat pump is adopted to heat the battery pack through hot water circulation in a heating circulation mode. However, the above solution has the following disadvantages: the problem of cold start heating of the automobile during charging under the condition of a power supply can be solved, and particularly under the condition that no power supply exists outdoors under the weather of a low-temperature environment below 0 ℃, the cycle life of the battery pack is shortened rapidly when the battery pack is heated by the electric quantity of the battery pack; under the low temperature environment of 0 ℃, turn on the air conditioner and need to consume the considerable electric quantity of battery package itself, simultaneously, the electric quantity of battery package is used again and is heated battery package itself and also need to consume very big electric quantity. Therefore, there is a need to develop a new type of cold start heating system for vehicle power battery to solve the above technical problems in the prior art.
At present, a passenger compartment heating method adopts water or air PTC heating. The heat management system is complex, low in heat efficiency, consumes the electric energy of the power battery and reduces the endurance mileage.
SUMMERY OF THE UTILITY MODEL
In order to solve the problem, the utility model provides a on-vehicle liquid hydrogen storage system that supplies, the heat that the hydrogen combustion of this system can the daily evaporation of make full use of released provides supplementary heat when cold start for the fuel cell pile to provide supplementary heat for power battery cold start.
In order to achieve the above object, the present application provides a liquid-bearing liquid hydrogen storage and supply system, comprising: a liquid hydrogen container for storing liquid hydrogen; the gaseous hydrogen container is communicated with the liquid hydrogen container and is used for storing gaseous hydrogen; a first heat transfer loop for providing heat generated by combustion of hydrogen in the gaseous hydrogen vessel to a power cell and/or fuel cell stack.
Further, the vehicle-mounted liquid hydrogen storage and supply system further comprises a gasification device, the gasification device is used for gasifying the liquid hydrogen in the liquid hydrogen container, one end of the gasification device is communicated with the liquid hydrogen container, and the other end of the gasification device is communicated with the gaseous hydrogen container; and the first heat transfer loop is further configured to provide heat generated by combustion of the hydrogen in the gaseous hydrogen gas to the gasification device.
Further, the on-board liquid hydrogen storage and supply system further comprises a passenger compartment heat exchanger for providing heat for a passenger compartment, wherein the passenger compartment heat exchanger is communicated with the first heat transfer loop and is used for transferring heat generated by igniting hydrogen in the gaseous hydrogen container to the passenger compartment heat exchanger.
Further, the vehicle-mounted liquid hydrogen storage and supply system further comprises a flow control device, one end of the flow control device is connected with the gaseous hydrogen container, and the other end of the flow control device is communicated with a combustion chamber of a hydrogen ignition device for igniting hydrogen in the gaseous hydrogen container, so that the flow control device is used for controlling the amount of the delivered hydrogen.
Further, the on-board liquid hydrogen storage and supply system further comprises a supply pipeline for supplying the hydrogen in the gaseous hydrogen container to the fuel cell stack.
Further, the first heat transfer loop includes a first coolant tank, a plurality of pipes, and a pump that delivers coolant in the first coolant tank through the pipes to a hydrogen ignition device that ignites hydrogen in the gaseous hydrogen container, the coolant being heated by the ignited hydrogen and delivered through the pipes to one or more of the gasification device, power cell and fuel cell stack, and a passenger compartment heat exchanger, the coolant passing through the gasification device, power cell, fuel cell stack, or passenger compartment heat exchanger being returned to the hydrogen ignition device.
Further, the on-board liquid hydrogen storage and supply system further comprises a second heat transfer loop for supplying the coolant from the first coolant tank to the power battery and/or the passenger compartment heat exchanger for controlling the temperature of the power battery and/or the passenger compartment heat exchanger.
Further, the on-board liquid hydrogen storage and supply system further comprises a third heat transfer loop comprising a second coolant tank, the third heat transfer loop being configured to provide coolant from the second coolant tank to the fuel cell stack for controlling the temperature of the fuel cell stack.
Further, the third heat transfer circuit further includes a fuel cell stack-passenger compartment heat exchange circuit that delivers coolant that passes through a second coolant tank heated by the fuel cell stack to the passenger compartment heat exchanger.
According to another aspect of the present application, a vehicle is provided with the on-board liquid hydrogen storage and supply system described above.
Through the system, the fuel cell system and the power cell system can be rapidly heated to the optimal working temperature, the liquid hydrogen is rapidly gasified, the time and the part cost are saved, the fuel cell stack and the power cell can be protected to a certain extent, and the influence on the performance and the service life of the fuel cell stack and the power cell due to too low temperature is prevented. Moreover, gaseous hydrogen of liquid hydrogen evaporation has been fully utilized to this application, need not heat the gasification to liquid hydrogen in advance, has promoted work efficiency, has practiced thrift power battery electric quantity, has guaranteed the continuation of the journey in winter.
Drawings
The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic diagram illustrating a structural principle of an on-vehicle liquid hydrogen storage and supply system according to a preferred embodiment of the present invention.
Wherein the figures include the following reference numerals:
10. starting a storage battery; 100. a liquid hydrogen container; 101. a liquid pump; 102. a first check valve; 103. a gasification device; 104. a three-way joint; 105. a gaseous hydrogen gas container; 106. a flow controller; 107. a hydrogen ignition device; 108. a passenger compartment heat exchanger; 109. a power battery; 110. a fuel cell stack; 111. a second one-way valve; 112. a pressure reducing valve; 113. a hydrogen circulation pump; 114. a hydrogen discharge valve; 115. a four-way joint; 116. a heat sink; 117. a humidifier; 118. an intercooler; 119. an air compressor; 120. a filter; 121. a pump; 20. a first coolant tank; 30. a second coolant tank.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The utility model provides a hydrogen system is supplied in on-vehicle liquid storage, this hydrogen system is supplied in on-vehicle liquid storage includes: a liquid hydrogen container for storing liquid hydrogen; the gaseous hydrogen container is communicated with the liquid hydrogen container and is used for storing gaseous hydrogen; a first heat transfer loop for providing heat generated by combustion of hydrogen in the gaseous hydrogen vessel to a power cell and/or fuel cell stack.
The vehicle-mounted liquid hydrogen storage and supply system can realize multidimensional utilization of liquid hydrogen, comprises the use of gas after daily evaporation and leakage, and assists the starting of a fuel cell stack and a power cell through a heat transfer loop.
Fig. 1 is a schematic diagram illustrating a structural principle of an on-vehicle liquid hydrogen storage and supply system according to a preferred embodiment of the present invention.
As shown in fig. 1, the on-vehicle liquid hydrogen storage and supply system according to the present application includes a liquid hydrogen container 100, a gasification device 103, a three-way joint 104, a gaseous hydrogen container 105, a flow controller 106, a hydrogen ignition device 107, a passenger compartment heat exchanger 108, a power battery 109, a fuel cell stack 110, and the like.
The liquid hydrogen container 100 stores low-temperature liquid hydrogen, and the outlet of the liquid hydrogen container 100 is connected to a gaseous hydrogen container 105 through a three-way joint 104, and by this connection, the gaseous hydrogen container 105 can receive and store hydrogen gas that has entered the gaseous hydrogen container 105 by vaporization. By collecting the hydrogen gas that slowly evaporates on a daily basis into the gaseous hydrogen container 105, the energy use efficiency is improved. Also, an exhaust valve may be connected to the gaseous hydrogen container 105, and when the gas pressure in the gaseous hydrogen container 105 is excessively strong, an excessive amount of gas may be discharged to the environment through the exhaust valve, thereby improving safety.
The outlet of the liquid hydrogen container 100 is also communicated with a gasification device 103, and the gasification device 103 is used for gasifying low-temperature liquid hydrogen in the liquid hydrogen container 100. A liquid pump 101 and a first check valve 102 may also be provided between the vaporizing device 103 and the liquid hydrogen container 100 to assist in introducing the liquid hydrogen in the liquid hydrogen container 100 to the vaporizing device 103. The gasification device 103 is connected to an inlet of the gaseous hydrogen container 105 through a three-way joint 104, so that the liquid hydrogen from the liquid hydrogen container 100 is gasified by the gasification device 103 and then enters the gaseous hydrogen container 105, and is stored in the gaseous hydrogen container 105.
The outlet of the gaseous hydrogen container 105 opens into the combustion chamber of the hydrogen ignition device, in which the introduced hydrogen is ignited by the hydrogen ignition device 107, and a flow controller 106 is arranged between the gaseous hydrogen container 105 and the hydrogen ignition device to avoid the risk of explosion of the hydrogen in the enclosed space. In the present application, the flow controller 106 is provided to control the flow rate of hydrogen and the flow rate of air, thereby preventing the hydrogen from burning in the closed space and keeping the gas in a flowing state all the time.
The combustion of the hydrogen in the gaseous hydrogen container 105 by the hydrogen ignition device 107 releases a large amount of heat, and in order to make full use of this heat, the on-board liquid hydrogen storage and supply system of the present application is provided with a plurality of heat transfer loops.
The on-board liquid hydrogen storage and supply system includes a first heat transfer loop for providing heat generated by combustion of hydrogen in the gaseous hydrogen container 105 to one or more of the gasification device 103, the power cell 109, the fuel cell stack 110, and the passenger compartment heat exchanger 108.
Fig. 1 shows that the first heat transfer loop provides heat generated by combustion of the hydrogen gas vaporized in gaseous hydrogen container 105 to the vaporizing unit 103, power cell 109 and fuel cell stack 110, and passenger compartment heat exchanger 108.
The first heat transfer loop comprises a first coolant tank 20, a plurality of pipes and a pump, the pump conveys the coolant of the first coolant tank 20 to the hydrogen ignition device of the ignition gaseous hydrogen container 105 through the corresponding pipes, the coolant is heated by the ignited hydrogen and conveyed to the gasification device 103, the power battery 109 and the fuel cell stack 110 and the passenger compartment heat exchanger 108 through the corresponding pipes, and the coolant which passes through the gasification device 103, the power battery 109 and the fuel cell stack 110 and the passenger compartment heat exchanger 108 returns to the hydrogen ignition device. The cooling fluid includes, but is not limited to, water.
The hydrogen is ignited to generate a large amount of heat, and the auxiliary gasification device 103, the fuel cell stack 110, the power battery 109 and the passenger compartment heat exchanger 108 are started through a cooling liquid circulation loop.
The on-board liquid hydrogen storage and supply system may further include a second heat transfer loop of the same construction as the first heat transfer loop, including a first coolant tank 20, a plurality of pipes, and a pump 121. The second heat transfer loop is used for supplying the cooling liquid from the first cooling liquid tank to the power battery 109, so as to rapidly raise the temperature of the power battery 109 at a lower temperature, and help the power battery 109 to rapidly reach an optimal working temperature, so that the power battery 109 can be kept to work at a proper working temperature, and the service life of the power battery is prolonged.
Furthermore, the second heat transfer loop may also provide coolant to the passenger compartment heat exchanger 108 to control the temperature of the passenger compartment heat exchanger 108 to ensure that the appropriate temperature is provided for the passenger compartment.
The normal working temperature of the fuel cell stack 110 is 30-70 ℃, if the temperature is too low, the water generated by the reaction can be condensed to block the gas heat dissipation channel, the performance of the stack is deteriorated, and if the temperature is too high, the membrane electrode lacks water, and the proton exchange membrane can not work normally or even be damaged. Accordingly, the on-board liquid hydrogen storage and supply system may further include a third heat transfer loop including a second coolant tank 30 for providing coolant directly from the second coolant tank to the fuel cell stack 110 for controlling the temperature of the fuel cell stack 110. The third heat transfer circuit has the same structure as the first heat transfer circuit, and includes not only the second coolant tank 30 but also a plurality of pipes and pumps. Preferably, the third heat transfer circuit further includes a fuel cell stack-passenger compartment heat exchange circuit that delivers the coolant passing through the second coolant tank heated by the fuel cell stack 110 to the passenger compartment heat exchanger 108.
As shown in fig. 1, the coolant of the second coolant tank 30 is pumped to the fuel cell stack 110 through the four-way joint 115 by a water pump, a part of the coolant passing through the fuel cell stack 110 is cooled by the radiator 116 and then returned to the second coolant tank 30, another part of the coolant passing through the fuel cell stack 110 is pumped to the passenger compartment heat exchanger 108 by the water pump to provide heat for the passenger compartment, and the coolant passing through the passenger compartment heat exchanger 108 is returned to the second coolant tank 30 through the four-way joint 115.
The on-board liquid hydrogen storage and supply system can provide heat for the passenger compartment heat exchanger 108 by fully utilizing the heat generated by the fuel cell stack 110 during operation through the third heat transfer loop.
In order to make the fuel cell stack 110 work better, the on-vehicle liquid hydrogen storage and supply system of the present application is further provided with a filter 120, an air compressor 119, an intercooler 118, and a humidifier 117. The filter 120 serves to filter impurities in air entering the fuel cell stack 110, the filtered air is compressed by the air compressor 119 and cooled by the intercooler 118, wherein a cooling liquid (such as water) in the second cooling liquid tank 30 is pumped to the intercooler 118, the air entering the intercooler 118 is cooled, the air cooled by the intercooler 118 is supplied to the humidifier 117, and the air passing through the humidifier 117 is supplied to the fuel cell stack 110.
The on-vehicle liquid hydrogen storage and supply system is also provided with a supply line that supplies hydrogen in the gaseous hydrogen container 105 to the fuel cell stack 110. A second check valve 111 is provided in the supply line, and the outlet of the gaseous hydrogen container 105 is connected to the second check valve 111 for supplying hydrogen in the gaseous hydrogen container 105 to the fuel cell stack 110. A pressure regulating device is further provided between the fuel cell stack 110 and the second check valve 111, and according to the present application, two pressure reducing valves 112 are provided between the fuel cell stack 110 and the second check valve 111, and hydrogen gas delivered from the gaseous hydrogen gas container 105 is introduced into the fuel cell stack 110 through the two pressure reducing valves 112. A part of the excessive hydrogen gas from the fuel cell stack 110 enters a pressure reducing valve 112 through a hydrogen circulation pump 113, and then enters the fuel cell stack 110 again, and another part of the excessive hydrogen gas from the fuel cell stack 110 is discharged through a hydrogen discharge valve 114.
In the operation process, the vehicle controller controls the starting battery 10 to supply power to the hydrogen ignition device 107, so that the hydrogen ignition device 107 can be started by consuming a small part of electric energy, the hydrogen ignition device ignites hydrogen to generate a large amount of heat, and the auxiliary gasification device 103, the power battery 109, the fuel cell stack 110 and the passenger compartment heat exchanger 108 are started through the cooling water circulation loop.
According to the application, the fuel cell system and the power cell system can be rapidly heated to the optimal working temperature, the liquid hydrogen is rapidly gasified, the time and the part cost are saved, the fuel cell stack and the power cell can be protected to a certain extent, and the performance and the service life of the fuel cell stack and the power cell are prevented from being influenced by too low temperature. Moreover, gaseous hydrogen gasified by liquid hydrogen is fully utilized, the liquid hydrogen does not need to be heated and gasified in advance, the working efficiency is improved, the electric quantity of a power battery is saved, and the driving range is ensured in winter; in addition, in this application, to passenger cabin heat exchanger heat supply, need not wait for and awaken fuel cell pile system up, also need not sacrifice the power battery electric quantity and carry out the heating to passenger cabin quick heating has been guaranteed.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and if not stated otherwise, the terms have no special meaning, and therefore, the scope of the present invention should not be construed as being limited.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An on-vehicle liquid hydrogen storage and supply system, characterized in that, on-vehicle liquid hydrogen storage and supply system includes:
a liquid hydrogen container (100), the liquid hydrogen container (100) for storing liquid hydrogen;
a gaseous hydrogen container (105) in communication with the liquid hydrogen container (100) for storing gaseous hydrogen; and
a first heat transfer loop for providing heat generated by combustion of hydrogen in the gaseous hydrogen vessel (105) to a power cell (109) and/or a fuel cell stack (110).
2. The on-board liquid hydrogen storage and supply system of claim 1, further comprising:
the gasification device (103) is used for gasifying the liquid hydrogen in the liquid hydrogen container (100), one end of the gasification device (103) is communicated with the liquid hydrogen container (100), and the other end of the gasification device is communicated with the gaseous hydrogen container (105); and is
The first heat transfer loop is also used to provide heat generated by combustion of hydrogen in the gaseous hydrogen container (105) to the gasification device (103).
3. An on-board liquid hydrogen storage and supply system according to claim 2, further comprising a passenger compartment heat exchanger (108), the passenger compartment heat exchanger (108) being adapted to provide heat to a passenger compartment, the passenger compartment heat exchanger (108) being in communication with the first heat transfer circuit for transferring heat generated by ignition of hydrogen in the gaseous hydrogen container (105) to the passenger compartment heat exchanger (108).
4. An on-board liquid hydrogen storage and supply system according to claim 1, further comprising a flow controller (106), wherein one end of the flow controller (106) is connected to the gaseous hydrogen container (105), and the other end is communicated with a combustion chamber of a hydrogen ignition device for igniting hydrogen in the gaseous hydrogen container (105), for controlling the amount of hydrogen delivered.
5. The on-board liquid hydrogen storage and supply system according to claim 2, further comprising a supply line that supplies hydrogen in the gaseous hydrogen container (105) to the fuel cell stack (110).
6. The on-board liquid hydrogen storage and supply system of claim 3, wherein the first heat transfer loop includes a first coolant tank (20), a plurality of lines, and a pump (121), the pump (121) conveys the coolant in the first coolant tank (20) through the line to a hydrogen ignition device that ignites the hydrogen in the gaseous hydrogen container (105), the coolant being heated by the ignited hydrogen, and is conveyed to one or more of the gasification device (103), the power battery (109) and the fuel cell stack (110) and the passenger compartment heat exchanger (108) through the pipelines, the cooling liquid passing through the gasification device (103), the power battery (109), the fuel cell stack (110) or the passenger compartment heat exchanger (108) is returned to the hydrogen ignition device.
7. The on-board liquid hydrogen storage and supply system of claim 6, further comprising a second heat transfer loop for providing coolant from the first coolant tank (20) to the power battery (109) and/or the passenger compartment heat exchanger (108) for controlling the temperature of the power battery (109) and/or the passenger compartment heat exchanger (108).
8. An on-board liquid hydrogen storage and supply system according to claim 3, further comprising a third heat transfer loop including a second coolant tank (30), the third heat transfer loop being adapted to provide coolant from the second coolant tank (30) to the fuel cell stack (110) for controlling the temperature of the fuel cell stack (110).
9. The on-board liquid hydrogen storage and supply system of claim 8, wherein the third heat transfer loop further comprises a fuel cell stack-to-passenger compartment heat exchange loop that delivers coolant from the second coolant tank (30) heated by the fuel cell stack (110) to the passenger compartment heat exchanger (108).
10. A vehicle, characterized in that it is provided with an on-board liquid hydrogen storage and supply system according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921044774.9U CN210120193U (en) | 2019-07-05 | 2019-07-05 | Vehicle-mounted liquid hydrogen storage and supply system and vehicle with same |
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| CN201921044774.9U CN210120193U (en) | 2019-07-05 | 2019-07-05 | Vehicle-mounted liquid hydrogen storage and supply system and vehicle with same |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111347934A (en) * | 2020-03-11 | 2020-06-30 | 北京新能源汽车技术创新中心有限公司 | Thermal management system and method for fuel cell vehicle |
| CN111900436A (en) * | 2020-08-19 | 2020-11-06 | 广东国鸿氢能科技有限公司 | Fuel cell hydrogen supply system and fuel cell system |
| CN112234232A (en) * | 2020-07-17 | 2021-01-15 | 北京新能源汽车技术创新中心有限公司 | Energy efficiency trip system of fuel cell |
| CN112677736A (en) * | 2020-12-22 | 2021-04-20 | 北京航天试验技术研究所 | Liquid hydrogen cold energy utilization method applied to refrigerator car |
| CN114347863A (en) * | 2022-03-15 | 2022-04-15 | 北汽福田汽车股份有限公司 | Vehicle cold start method and device, readable storage medium, electronic equipment and vehicle |
| CN114368324A (en) * | 2022-01-18 | 2022-04-19 | 三一电动车科技有限公司 | Fuel cell thermal management system, control method thereof and vehicle |
| CN114639841A (en) * | 2020-12-15 | 2022-06-17 | 北京亿华通科技股份有限公司 | Fuel cell system and vehicle that low temperature was admitted air |
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- 2019-07-05 CN CN201921044774.9U patent/CN210120193U/en active Active
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111347934A (en) * | 2020-03-11 | 2020-06-30 | 北京新能源汽车技术创新中心有限公司 | Thermal management system and method for fuel cell vehicle |
| CN111347934B (en) * | 2020-03-11 | 2021-04-23 | 北京新能源汽车技术创新中心有限公司 | Thermal management system and method for fuel cell vehicle |
| CN112234232A (en) * | 2020-07-17 | 2021-01-15 | 北京新能源汽车技术创新中心有限公司 | Energy efficiency trip system of fuel cell |
| CN111900436A (en) * | 2020-08-19 | 2020-11-06 | 广东国鸿氢能科技有限公司 | Fuel cell hydrogen supply system and fuel cell system |
| CN114639841A (en) * | 2020-12-15 | 2022-06-17 | 北京亿华通科技股份有限公司 | Fuel cell system and vehicle that low temperature was admitted air |
| CN114639841B (en) * | 2020-12-15 | 2024-04-05 | 北京亿华通科技股份有限公司 | Fuel cell system with low-temperature air inlet and vehicle |
| CN112677736A (en) * | 2020-12-22 | 2021-04-20 | 北京航天试验技术研究所 | Liquid hydrogen cold energy utilization method applied to refrigerator car |
| CN114368324A (en) * | 2022-01-18 | 2022-04-19 | 三一电动车科技有限公司 | Fuel cell thermal management system, control method thereof and vehicle |
| CN114368324B (en) * | 2022-01-18 | 2024-04-02 | 三一电动车科技有限公司 | Fuel cell thermal management system, control method thereof and vehicle |
| CN114347863A (en) * | 2022-03-15 | 2022-04-15 | 北汽福田汽车股份有限公司 | Vehicle cold start method and device, readable storage medium, electronic equipment and vehicle |
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