CN213958997U - Waste heat management system for vehicle fuel cell - Google Patents
Waste heat management system for vehicle fuel cell Download PDFInfo
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- CN213958997U CN213958997U CN202120243893.8U CN202120243893U CN213958997U CN 213958997 U CN213958997 U CN 213958997U CN 202120243893 U CN202120243893 U CN 202120243893U CN 213958997 U CN213958997 U CN 213958997U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The utility model discloses an automobile-used fuel cell waste heat management system relates to car technical field, and it is on the basis that satisfies original function, through special spare parts such as heat transfer plate, three-way valve, electron water valve, constitutes an automobile-used low-cost scheme's combined heat and power system, utilizes the waste heat that fuel cell system work produced, and the intensification of coordinated control fuel cell system, cooling and car interior hot-water heating etc.. Meanwhile, the problems of rapid temperature drop of the cooling medium of the fuel cell system, poor power generation performance, increased refrigeration load in summer and the like caused by large temperature difference of the cooling medium at two sides of the heat exchange plate are solved through the waste heat management system and each control strategy. Through the judgment strategy of the signals of the first temperature sensor and the second temperature sensor, the first water pump, the electronic fan of the fuel cell radiator, the electric heater and the like are intelligently regulated in real time, the control of temperature lag or advance can be avoided, and meanwhile, the electric energy consumption of the whole vehicle heat management can be reduced.
Description
Technical Field
The utility model relates to the technical field of automobiles, specifically indicate an automobile-used fuel cell waste heat management system.
Background
The fuel cell directly converts chemical energy in fuel into high-efficiency power generation system of electric energy through electrochemical reaction, the electrochemical reaction belongs to a static power generation mode of obtaining electric power without object movement, and is not limited by Carnot cycle. Therefore, the fuel cell has the advantages of high efficiency, low noise, no pollution and the like, which ensures that the fuel cell can be used on the automobile and can become a real efficient and clean automobile.
The working temperature range of the vehicle fuel cell is 60-80 ℃, the energy conversion efficiency is generally more than 50%, the residual energy is mainly emitted outwards in the form of heat to generate waste heat equivalent to the generated energy, the utilization rate of the waste heat of the current fuel cell vehicle is extremely low, and the residual heat is directly taken away by adopting a cooling medium basically to keep the internal temperature of the fuel cell stack relatively constant.
However, in winter driving, the new energy automobile cockpit and/or passenger cabin is generally heated by adopting schemes such as a fuel heater, an electric heater, a cooling and heating air conditioner, and the above in-vehicle heating schemes all have the significant disadvantages of high purchase cost, large difficulty in arranging the whole automobile, large energy consumption of the whole automobile in winter, and the like, and even have tail gas emission and noise pollution. The vehicle fuel cell system can generate continuous heat after normal operation, the maximum temperature of the deionized cooling medium reaches 80 ℃, and the generated heat is related to the operating power, the ambient temperature, the arrangement scheme of the whole vehicle and the like of the fuel cell system, so that the requirement of heating of a passenger compartment of the whole vehicle can be met, the waste heat recycling of the fuel cell system is realized, the effective utilization efficiency of energy is improved, and the energy consumption of the whole vehicle is reduced.
Disclosure of Invention
The utility model provides a vehicle fuel cell waste heat management system to solve the above-mentioned problem that exists among the prior art.
The utility model adopts the following technical scheme:
the utility model provides a vehicle fuel cell waste heat management system, includes cooling system and hot-water heating system, its characterized in that: the cooling system comprises a third water circulation loop, and the third water circulation loop comprises a fuel cell system, a heat exchange plate, a fuel cell radiator and a first water pump which are sequentially connected end to end; the water heating system comprises a water heating circulation loop, and the water heating circulation loop comprises a first electronic water valve, an electric heater, a radiator in the vehicle, a second water pump, a second electronic water valve and the heat exchange plate which are sequentially connected end to end.
Preferably, the water outlet end and the water inlet end of the fuel cell system are respectively provided with a first temperature sensor and a second temperature sensor.
Furthermore, the cooling system also comprises an electronic three-way valve, and in the third water circulation loop, the fuel cell radiator is connected to the heat exchange plate through a water inlet of the electronic three-way valve and a water outlet II of the electronic three-way valve; and a water outlet of the electronic three-way valve is connected to the first water pump, and the fuel cell system, the electronic three-way valve, the fuel cell radiator and the first water pump which are sequentially connected end to end form a second water circulation loop of the cooling system.
Furthermore, the cooling system further comprises a thermostat, and in the third water circulation loop, the fuel cell radiator is connected to the heat exchange plate through a water inlet of the thermostat, a second water outlet of the thermostat and an electronic three-way valve; the fuel cell system, the thermostat, the electronic three-way valve, the fuel cell radiator and the first water pump which are sequentially connected end to end form a second water circulation loop of the cooling system; the first water outlet of the thermostat is connected to the first water pump, and the fuel cell system, the thermostat and the first water pump which are sequentially connected end to end form a first water circulation loop of the cooling system.
From the above description of the structure of the present invention, compared with the prior art, the present invention has the following advantages:
1. the utility model discloses functions such as the intensification of coordinated control fuel cell system, cooling and car interior hot-water heating change the flow direction of first coolant through electron tee bend valve control strategy, satisfy the heat demand of each current system. Through the judgment strategy of the signals of the first temperature sensor and the second temperature sensor, the rotating speed of the first water pump, the rotating speed of an electronic fan of the fuel cell radiator, the power of the electric heater and the like are intelligently adjusted in real time, so that the control of temperature lag or advance can be avoided, and meanwhile, the electric energy consumption of the heat management of the whole vehicle can be reduced.
2. When the vehicle runs in summer, the two electronic water valves of the water heating system are in a closed state, so that the second cooling medium is effectively prevented from being transferred to the warm air inlet of the passenger compartment through the heat of the heat exchange plate, the refrigerating effect of the air conditioner of the passenger compartment in summer is not obvious, and the energy consumption of the whole vehicle is increased; in the first water circulation loop of the cooling system, the two electronic water valves can reduce the loss of heat in the water heating system, quickly improve the quick temperature rise of the first cooling medium in the first water circulation loop of the cooling system, and improve the power generation power and efficiency of the fuel cell system.
3. The waste heat management system carries out heat transfer through the heat exchange plate, does not adopt the scheme of directly transmitting first cooling medium to cockpit and/or passenger cabin, greatly reduces the requirement of first cooling medium to the cooling pipe material and the cleanliness factor of the hot-water heating system of flowing through, the insulating performance of whole car etc. can reduce pipeline cost and first cooling medium's cost simultaneously.
4. When the fuel cell automobile runs in winter, the heat generated by the fuel cell system is led to the cockpit and/or the passenger cabin for heating, so that the energy consumed by heating the warm air in the automobile in winter is reduced, and meanwhile, the real-time warm air requirement of the whole automobile is met by still keeping the electric heater, thereby realizing the efficient energy conservation of the automobile.
5. The fuel cell automobile runs in summer, the flow direction of the first cooling medium is changed through the electronic three-way valve, the heat exchange plate is subjected to medium short circuit, the heat exchange plate is consistent with a conventional fuel cell cooling system, the flow resistance of the cooling system and the rotating speed of the first water pump are reduced at the moment, and the efficiency of the fuel cell radiator is improved.
Drawings
Fig. 1 is the structure schematic diagram of the waste heat management system of the present invention.
Fig. 2 is a flowchart of a method for controlling the waste heat management system according to the present invention.
Fig. 3 is a flowchart of a first water pump control method according to the present invention.
Fig. 4 is a flowchart of an electronic fan control method for a fuel cell system radiator according to the present invention.
Fig. 5 is a flowchart of a method for controlling an electronic three-way valve according to the present invention.
Fig. 6 is a flowchart of a warm air control method according to the present invention.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings.
As shown in fig. 1, a waste heat management system for a vehicle fuel cell includes a cooling system and a water heating system. Wherein the cooling system comprises a first water circulation loop, a second water circulation loop and a third water circulation loop. The water heating system comprises a water heating circulation loop.
As shown in fig. 1, the first water circulation loop includes the fuel cell system, a thermostat, an electronic three-way valve, and a first water pump, which are connected end to end in sequence through pipes. And the water outlet end of the fuel cell system is connected to the water inlet end of the first water pump through the water inlet w of the thermostat and the first water outlet c of the thermostat. The thermostat is an existing electronic thermostat or mechanical thermostat, and can be installed at the water outlet end of the fuel cell system and also can be installed at the water inlet end of the fuel cell system.
As shown in fig. 1, the second water circulation loop comprises the fuel cell system, the thermostat, the electronic three-way valve, the fuel cell radiator and the first water pump which are sequentially connected end to end through pipelines. The water outlet end of the fuel cell system is connected to the fuel cell radiator through a water inlet w of the thermostat, a second water outlet d of the thermostat, a water inlet p of the electronic three-way valve and a water outlet two a of the electronic three-way valve.
As shown in fig. 1, the third water circulation loop includes a fuel cell system, a thermostat, an electronic three-way valve, a heat exchange plate, a fuel cell radiator and a first water pump, which are connected end to end in sequence through pipes. The water outlet end of the fuel cell system is connected to the heat exchange plate through a water inlet w of the thermostat, a second water outlet d of the thermostat and a water inlet p of the electronic three-way valve, and a water outlet two b of the electronic three-way valve.
As shown in fig. 1, the water heating circulation loop comprises a first electronic water valve, an electric heater, a radiator in the vehicle, a second water pump, a second electronic water valve and a heat exchange plate which are sequentially connected end to end through pipelines. In addition, the water inlet end of the second water pump is also connected with a second expansion water tank. Wherein, the electric heater also cancels or changes the low-power water heating PTC scheme, and the heating requirement of the carriage can be met.
As shown in fig. 1, the water outlet end of the fuel cell system is provided with a first temperature sensor, and the water inlet end is provided with a second temperature sensor. The water inlet end of the first water pump is also connected with a first expansion water tank.
As shown in fig. 1, specifically, the above-mentioned pipeline is composed of a silicone tube, a stainless steel tube, etc., and a technician can select a suitable pipeline type at different connection positions as required. For example, 316 or 316L stainless steel tubes are used between long-distance components, and food-grade silicone tubes are used between turns or short-distance components.
As shown in fig. 1, specifically, a first cooling medium is used in the cooling system, and the medium conductivity of the first cooling medium is required to be not more than 5uS/cm, and a second cooling medium is used in the water heating system. And the first water pump and the second water pump are used for applying lift and flow to the first cooling medium and the second cooling medium respectively, and enabling the cooling media to form water flow in the water circulation loop and accelerate circulation flow.
As shown in fig. 1 to 6, in the method for managing the residual heat of the vehicle fuel cell, the detection signal of the first temperature sensor is set as the first temperature signal, the detection signal of the second temperature sensor is set as the second temperature signal, a threshold T1, a threshold T2 and a threshold T3 are set, and the threshold T1 is less than the threshold T2. For example, the threshold T1 is 50 ℃, the threshold T2 is 60 ℃, and the threshold T3 is 20 ℃, but the values of the threshold T1, the threshold T2, and the threshold T3 are not limited thereto.
As shown in fig. 1 to 6, the method for managing the residual heat of the vehicle fuel cell includes the following steps:
(1) when the first temperature signal is lower than the threshold value T1, the water inlet w of the thermostat is communicated with the first water outlet c thereof, and the first cooling medium flows in the first water circulation loop, so that the heat exchange plate and the fuel cell radiator are subjected to medium short circuit, and the first cooling medium is used for realizing rapid temperature rise of the first cooling medium and improving the chemical reaction efficiency inside the fuel cell system. At this time, the rotation speed of the first water pump is N0.
(2) When the first temperature signal reaches the threshold T2 and the ambient temperature is higher than the threshold T3, the water inlet w of the thermostat is communicated with the second water outlet d thereof, and the water inlet p of the electronic three-way valve is communicated with the first water outlet thereof, so that the first cooling medium flows in the second water circulation system, the heat exchange plate is in medium short circuit, the flow resistance of the first cooling medium in the heat exchange plate can be reduced, the heat dissipation of the first cooling medium on the fuel cell radiator can be rapidly realized, and the heat dissipation efficiency of the first cooling medium is improved. Meanwhile, the rotating speeds of an electronic fan of the fuel cell radiator and the first water pump are reduced, and the endurance mileage of the whole vehicle is prolonged.
(3) When the first temperature signal reaches the threshold value T2 and the ambient temperature is lower than the threshold value T3, the water inlet w of the thermostat is communicated with the second water outlet d thereof, and the water inlet p of the electronic three-way valve is communicated with the second water outlet b thereof, so that the first cooling medium flows in the third water circulation loop system. At the moment, the first cooling medium firstly radiates heat through the heat exchange plate for the first time, and the heat of the first cooling medium can be transferred to the second cooling medium through the heat exchange plate, so that the temperature of the second cooling medium is provided; and then the first cooling medium is subjected to secondary heat dissipation through the fuel cell radiator, so that the problem that the temperature of the first cooling medium is too high due to the fact that the heat required by the second cooling medium is lower than that of the first cooling medium can be avoided. In the process, on the premise of meeting the requirement of the water inlet temperature of the fuel cell system and the waste heat utilization of the fuel cell system, the electronic fan of the fuel cell radiator can reduce the rotating speed, and even can be set at the lowest rotating speed, so that the energy-saving control is realized.
As shown in fig. 1 and 3, (4) the control strategy of the first water pump specifically includes the following steps:
(4.1) when the first temperature signal is higher than the threshold T1 and the second temperature signal is lower than the threshold T2, the rotation speed of the first water pump is the initial rotation speed N1, and N0< N1.
(4.2) when the second temperature signal is higher than the threshold T2 and the temperature difference between the first temperature signal and the second temperature signal exceeds the set temperature difference Th1, increasing the rotation speed N of the first water pump within the unit time period T2 until the maximum rotation speed Nmax is reached.
(4.3) when the second temperature signal is lower than the threshold T2, or the temperature difference between the first temperature signal and the second temperature signal is lower than the set temperature difference Th1, keeping the current rotating speed of the first water pump unchanged.
(4.4) when the second temperature signal is lower than the threshold T2 and the temperature difference between the second temperature signal and the first temperature signal is lower than Δ Th1, the rotation speed Δ N of the first water pump is decreased within the unit time period T2 until the initial rotation speed N1 is reached.
As shown in fig. 1 and 4, (5) further includes a control strategy of the fuel cell radiator, specifically including the following steps:
(5.1) turning off the electronic fan of the fuel cell radiator when the second temperature signal is lower than the threshold T2, with the electronic fan PWM set to 0.
(5.2) when the second temperature signal is higher than the threshold value T2, the electronic fan is started, and the rotating speed of the electronic fan is increased along with the temperature rise of the second temperature signal and is reduced along with the temperature drop of the second temperature signal, which is concretely as follows;
(5.2.1) reading the second temperature signal every unit time period t 1; if the difference value of the temperature decrease of the second temperature signal before and after the unit time period t1 exceeds the set temperature difference Th2, the rotation speed Δ R of the electronic fan is increased until the set maximum rotation speed Rmax is reached within the unit time period t 1.
(5.2.2) reading the second temperature signal every unit time period t 1; if the temperature of the second temperature signal before and after the unit time period t1 is 0, the current rotation speed of the electronic fan is kept unchanged.
(5.2.3) reading the second temperature signal every unit time period t 1; if the difference value of the temperature rise of the second temperature signal before and after the unit time period t1 is less than the set temperature difference Th2, the rotation speed Δ R of the electronic fan is reduced within the unit time period t1 until the initial rotation speed R0 is reached.
As shown in fig. 5, (6) the control strategy of the electronic three-way valve specifically includes the following steps:
(6.1) when the first temperature signal is higher than the threshold value T2 and the ambient temperature is lower than the threshold value T3, the initial set opening degree between the water inlet p and the water outlet di b of the electronic three-way valve is W1.
(6.2) when the second temperature signal is higher than the threshold T2, the opening degree W between the water inlet p and the water outlet di b of the electronic three-way valve is increased every five unit time periods T1.
(6.3) when the second temperature signal is higher than (threshold T2+ a), reducing the opening degree Δ W between the water inlet p and the water outlet di b of the electronic three-way valve within every three unit time periods T1 until the electronic three-way valve is in a fully closed state, switching the first cooling medium to the second water circulation loop, and short-circuiting the heat exchange plates. Wherein a is a temperature parameter, and the value of a includes but is not limited to 10 ℃.
And (6.4) when the second temperature signal is lower than the threshold value T2, closing the water inlet and the water outlet II of the electronic three-way valve. Therefore, the situation that the temperature of the passenger compartment is too low, heat transfer is efficiently carried out on the heat exchange plate, the temperature of the first cooling medium is rapidly reduced, the working temperature of the fuel cell system is reduced, and the power output performance of the fuel cell is influenced can be avoided.
As shown in fig. 1 and fig. 6, (7) the control of the water heating system further includes the following contents:
when a control signal of a driver for starting warm air is received, the first electronic water valve, the second water pump and the radiator in the vehicle are all opened, and the electronic fan on the fuel cell radiator can reduce the rotating speed on the premise of meeting the requirement of the water inlet temperature of the fuel cell system and the utilization of the waste heat of the fuel cell system.
When receiving a control signal for turning off the warm air or powering off the system, stopping the electric heater, and stopping the second water pump after delaying the time t; and after the water pump stops working, the first electronic water valve and the second electronic water valve are closed simultaneously.
When the environment temperature is low, heat is generated by utilizing the electric heating of the water heating circulation loop, and is transferred to the third water circulation loop through the circulation of the second cooling medium and the transfer of the heat exchange plate, so that the heat preservation of the fuel cell system is realized.
As shown in fig. 1 and 6, the control strategy of the electric heater in the water heating system specifically includes the following steps:
setting three water inlet temperature thresholds of the point water heater, namely a threshold T4, a threshold T5 and a threshold T6, wherein the threshold T4 is less than the threshold T5 is less than the threshold T6. For example, the threshold T4 is 45 ℃, the threshold T5 is 55 ℃, and the threshold T6 is 60 ℃, but the values of the threshold T4, the threshold T5, and the threshold T6 are not limited thereto.
(7.1) when the water inlet temperature of the electric heater is less than a threshold value T4, the heating power of the electric heater is gradually increased; specifically, the electric heater is operated at the minimum heating power Pmin, and the heating power P of the electric heater is increased every unit time period t3 until the maximum heating power Pmax of the electric heater is reached.
(7.2) when the water inlet temperature of the electric heater is greater than the threshold value T4, the heating power of the electric heater maintains the current power.
(7.3) when the water inlet temperature of the electric heater is greater than the threshold value T5, gradually reducing the heating power of the electric heater; specifically, the heating power of the electric heater is decreased Δ P every time period t3 until the minimum heating power Pmin of the electric heater is reached.
(8.4) when the water inlet temperature of the electric heater is greater than the threshold value T6, turning off the electric heater until the water inlet temperature of the electric heater is less than the threshold value T4 and the starting condition of the warm air in the vehicle is met, and then turning on the electric heater again to enable the electric heater to work at the minimum heating power Pmin.
The above-mentioned be the utility model discloses a concrete implementation way, nevertheless the utility model discloses a design concept is not limited to this, and the ordinary use of this design is right the utility model discloses carry out immaterial change, all should belong to the act of infringement the protection scope of the utility model.
Claims (4)
1. The utility model provides a vehicle fuel cell waste heat management system, includes cooling system and hot-water heating system, its characterized in that: the cooling system comprises a third water circulation loop, and the third water circulation loop comprises a fuel cell system, a heat exchange plate, a fuel cell radiator and a first water pump which are sequentially connected end to end; the water heating system comprises a water heating circulation loop, and the water heating circulation loop comprises a first electronic water valve, an electric heater, a radiator in the vehicle, a second water pump, a second electronic water valve and the heat exchange plate which are sequentially connected end to end.
2. The vehicle fuel cell residual heat management system according to claim 1, characterized in that: the water outlet end and the water inlet end of the fuel cell system are respectively provided with a first temperature sensor and a second temperature sensor.
3. The vehicle fuel cell residual heat management system according to claim 1, characterized in that: the cooling system also comprises an electronic three-way valve, and in the third water circulation loop, the fuel cell radiator is connected to the heat exchange plate through a water inlet of the electronic three-way valve and a water outlet II of the electronic three-way valve; and a water outlet of the electronic three-way valve is connected to the first water pump, and the fuel cell system, the electronic three-way valve, the fuel cell radiator and the first water pump which are sequentially connected end to end form a second water circulation loop of the cooling system.
4. The vehicle fuel cell residual heat management system according to claim 3, characterized in that: the cooling system also comprises a thermostat, and in the third water circulation loop, the fuel cell radiator is connected to the heat exchange plate through a water inlet of the thermostat, a second water outlet of the thermostat and an electronic three-way valve; the fuel cell system, the thermostat, the electronic three-way valve, the fuel cell radiator and the first water pump which are sequentially connected end to end form a second water circulation loop of the cooling system; the first water outlet of the thermostat is connected to the first water pump, and the fuel cell system, the thermostat and the first water pump which are sequentially connected end to end form a first water circulation loop of the cooling system.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120243893.8U CN213958997U (en) | 2021-01-28 | 2021-01-28 | Waste heat management system for vehicle fuel cell |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120243893.8U CN213958997U (en) | 2021-01-28 | 2021-01-28 | Waste heat management system for vehicle fuel cell |
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| CN213958997U true CN213958997U (en) | 2021-08-13 |
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2021
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