WO2022237261A1 - 燃料电池汽车热管理系统 - Google Patents

燃料电池汽车热管理系统 Download PDF

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Publication number
WO2022237261A1
WO2022237261A1 PCT/CN2022/076723 CN2022076723W WO2022237261A1 WO 2022237261 A1 WO2022237261 A1 WO 2022237261A1 CN 2022076723 W CN2022076723 W CN 2022076723W WO 2022237261 A1 WO2022237261 A1 WO 2022237261A1
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WIPO (PCT)
Prior art keywords
thermal management
fuel cell
radiator
management circuit
circuit
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PCT/CN2022/076723
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English (en)
French (fr)
Inventor
李川
刘元治
张天强
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中国第一汽车股份有限公司
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Publication of WO2022237261A1 publication Critical patent/WO2022237261A1/zh

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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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • B60L58/33—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 by cooling
    • 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
    • B60L58/34—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 by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04268—Heating of fuel cells during the start-up of the fuel cells
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • Y02E60/10—Energy storage using batteries
    • 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
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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

Definitions

  • the present application relates to the technical field of automobiles, for example, to a thermal management system of a fuel cell automobile.
  • the thermal management system of the fuel cell and the thermal management system of the power battery are independent, and the energy utilization is unreasonable, resulting in energy waste and shortening the cruising range.
  • the present application provides a fuel cell vehicle thermal management system to solve the existing problem of unreasonable energy utilization of the fuel cell vehicle.
  • a thermal management system for a fuel cell vehicle including:
  • the power motor thermal management circuit includes a first water pump, a charger, a DC transformer, a power motor inverter, a power motor body and a first radiator that can be connected in sequence, and the first water pump can drive the power motor thermal management circuit
  • the cooling liquid inside flows and exchanges heat with the first radiator, the main body of the power motor, the inverter of the power motor, the DC transformer and the charger, and the thermal management circuit of the power motor also includes a second A three-way valve, the first three-way valve can control whether the coolant in the thermal management circuit of the power motor can flow to the first radiator;
  • the power battery thermal management circuit includes a second water pump, a second radiator, a third radiator and a power battery that can be connected in sequence, and the second water pump can drive the cooling fluid in the power battery thermal management circuit to flow and communicate with the power battery. exchanging heat between the third radiator, the second radiator and the power battery;
  • the fuel cell thermal management circuit includes a fourth water pump, a fuel cell, and a sixth radiator that can be connected in sequence, and the fourth water pump can drive the cooling liquid in the fuel cell thermal management circuit to flow and communicate with the fuel cell and the sixth radiator.
  • the sixth radiator exchanges heat;
  • the thermal management circuit of the power motor can perform heat exchange with the thermal management circuit of the fuel cell so that the thermal management circuit of the power motor can preheat the fuel cell; the thermal management circuit of the power battery can communicate with the fuel cell The heat management circuit performs heat exchange so that the fuel cell heats the power battery.
  • the thermal management circuit of the power motor further includes a two-way valve, and the two-way valve can communicate with the thermal management circuit of the power motor and the thermal management circuit of the power battery.
  • the power battery thermal management circuit further includes a first four-way valve and a second three-way valve, the first four-way valve can communicate with the power battery thermal management circuit and the power motor thermal management circuit, The second three-way valve can control whether the coolant in the thermal management circuit of the power battery flows to the third radiator.
  • the fuel cell vehicle thermal management system further includes a passenger compartment thermal management circuit
  • the passenger compartment thermal management circuit includes a passenger compartment heating circuit and a passenger compartment cooling circuit
  • the passenger compartment heating circuit is configured to heating
  • the passenger compartment cooling circuit is set to cool the passenger compartment
  • the fuel cell thermal management circuit further includes a third four-way valve, and the third four-way valve can control whether the fuel cell thermal management circuit In communication with the passenger compartment heating circuit.
  • the passenger compartment heating circuit includes a third water pump, the third radiator, a fourth radiator and an electric heating device, and the electric heating device can heat the coolant in the passenger compartment heating circuit , the third water pump can drive the coolant in the passenger compartment heating circuit to flow and exchange heat with the third radiator and the fourth radiator.
  • the passenger compartment heating circuit further includes a second four-way valve, and the second four-way valve can communicate with the passenger compartment heating circuit and the power motor thermal management circuit.
  • the passenger compartment cooling circuit includes an air conditioner compressor assembly, the second radiator and a fifth radiator, and the air conditioner compressor assembly is capable of compressing and cooling the condensate in the passenger compartment cooling circuit And drive the condensing agent to flow, and the condensing agent can exchange heat with the second radiator and the fifth radiator.
  • the passenger compartment cooling circuit further includes a second fan configured to increase the amount of heat exchange between the condensate and the passenger compartment.
  • the thermal management circuit of the power motor further includes a first temperature sensor, and the first temperature sensor is configured to detect the temperature of the coolant in the thermal management circuit of the power motor after it flows out of the cooled assembly.
  • the thermal management circuit of the power motor further includes a first fan, the first fan is arranged on the first heat sink, and is configured to accelerate the heat dissipation rate of the first heat sink.
  • Fig. 1 is a schematic diagram of a thermal management system for a fuel cell vehicle provided by an embodiment of the present application.
  • a first temperature sensor 702. A second temperature sensor; 703. A third temperature sensor; 704. A fourth temperature sensor.
  • the terms “center”, “upper”, “lower”, “left”, “right”, “vertical”, “horizontal”, “inner”, “outer”, etc. indicate orientation or position The relationship is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, therefore It should not be construed as a limitation of the application.
  • the terms “first” and “second” are used for descriptive purposes only, and should not be construed as indicating or implying relative importance. Wherein, the terms “first position” and “second position” are two different positions.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be a mechanical connection, It can also be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, or an internal communication between two components.
  • installation can be a fixed connection or a detachable connection; it can be a mechanical connection, It can also be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, or an internal communication between two components.
  • this embodiment provides a thermal management system for a fuel cell vehicle, which includes a thermal management circuit for a power motor, a thermal management circuit for a power battery, and a thermal management circuit for a fuel cell.
  • the thermal management circuit of the power motor includes a first water pump 201, a charger 101, a DC transformer 102, a power motor inverter 103, a power motor body 104, and a first radiator 401, which can be connected in sequence.
  • the first water pump 201 can drive the heat of the power motor.
  • the coolant in the management circuit flows and exchanges heat with the first radiator 401 , the power motor body 104 , the power motor inverter 103 , the DC transformer 102 and the charger 101 .
  • the function of the first radiator 401 is to make the coolant in the heat management circuit of the power motor exchange heat with the outside air.
  • the thermal management circuit of the power motor also includes a first three-way valve 305 , which can control whether the coolant in the thermal management circuit of the power motor can flow to the first radiator 401 .
  • the thermal management circuit of the power battery includes the second water pump 202, the second radiator 402, the third radiator 403 and the power battery 105 which can be connected in sequence.
  • the second water pump 202 can drive the cooling liquid in the thermal management circuit of the power battery to flow and communicate with the first The third radiator 403, the second radiator 402 and the power battery 105 exchange heat.
  • the fuel cell thermal management circuit includes the fourth water pump 204, the fuel cell 107 and the sixth radiator 406 which can be connected in sequence.
  • the device 406 exchanges heat.
  • the thermal management circuit of the power motor can perform heat exchange with the thermal management circuit of the fuel cell so that the thermal management circuit of the power motor can preheat the fuel cell 107; the thermal management circuit of the power battery can perform heat exchange with the thermal management circuit of the fuel cell so that the fuel cell 107 The power battery 105 is heated.
  • the working efficiency of the fuel cell system is greatly affected by the temperature. After the fuel cell system is started, the working efficiency is very low before the fuel cell system reaches the set working temperature. Especially in some extreme working conditions, the fuel cell needs to be started and stopped repeatedly. This will reduce the energy utilization rate of hydrogen in the fuel cell, increase the loss of hydrogen, and reduce the cruising range of the car.
  • the thermal management circuit of the power motor can exchange heat with the thermal management circuit of the fuel cell, so that the waste heat of the power motor body 104 can be used to preheat the fuel cell 107 to avoid energy waste.
  • the thermal management circuit of the power battery can exchange heat with the thermal management circuit of the fuel cell, so that the waste heat of the fuel cell 107 can be used to heat the power battery 105 to avoid energy waste.
  • the first three-way valve 305 to control whether the coolant in the heat management circuit of the power motor can flow to the first radiator 401 .
  • the first three-way valve 305 controls the coolant in the thermal management circuit of the power motor to flow to the first radiator 401, the coolant in the thermal management circuit of the power motor can flow through the first radiator 401, so that the charger 101, The DC transformer 102, the power motor inverter 103 and the power motor body 104 dissipate heat.
  • the thermal management circuit of the power motor does not work.
  • the fuel cell vehicle thermal management system further includes a passenger compartment thermal management circuit
  • the passenger compartment thermal management circuit includes a passenger compartment heating circuit and a passenger compartment cooling circuit
  • the passenger compartment heating circuit is set to heat the passenger compartment 106
  • the passenger compartment The cooling circuit is configured to cool the passenger compartment 106
  • the fuel cell thermal management circuit further includes a third four-way valve 306 , which can control whether the fuel cell thermal management circuit communicates with the passenger compartment heating circuit.
  • the fuel cell 107 is a cooled assembly.
  • the fuel cell thermal management circuit further includes a fourth temperature sensor 704 configured to detect the temperature of the coolant in the fuel cell thermal management circuit after it flows out of the fuel cell 107 .
  • the fuel cell thermal management circuit further includes a wax thermostat 307 , and the wax thermostat 307 can control whether the coolant in the fuel cell thermal management circuit flows to the sixth radiator 406 .
  • the thermal management circuit of the fuel cell further includes a first fan 501 .
  • the charger 101 In the thermal management circuit of the power motor, the charger 101, the DC transformer 102, the power motor inverter 103, and the power motor body 104 are the cooled assembly.
  • the thermal management circuit of the power motor further includes a first temperature sensor 701, which is configured to detect the temperature of the coolant in the thermal management circuit of the power motor after it flows out of the cooled assembly.
  • the thermal management circuit of the power motor also includes a first fan 501, the first fan 501 is arranged on the first radiator 401, and is configured to accelerate the heat dissipation rate of the first radiator 401, thereby increasing the connection between the coolant in the thermal management circuit of the power motor and the outside world. Air exchange heat.
  • the thermal management circuit of the power motor further includes a two-way valve 304.
  • the function of the two-way valve 304 is to connect the thermal management circuit of the power motor with the thermal management circuit of the power battery and the passenger compartment heating circuit.
  • the two-way valve 304 can communicate with the thermal management circuit of the power motor and the thermal management circuit of the power battery.
  • the power battery 105 is the cooled assembly.
  • the power battery thermal management circuit also includes a first four-way valve 301 and a second three-way valve 303.
  • the first four-way valve 301 can communicate with the power battery thermal management circuit and the power motor thermal management circuit, and the second three-way valve 303 can control the power Whether the coolant in the battery thermal management circuit flows to the third radiator 403 .
  • the second radiator 402 enables the coolant in the thermal management circuit of the power battery to exchange heat with the condensate in the cooling circuit of the passenger compartment.
  • the third radiator 403 enables the cooling liquid in the thermal management circuit of the power battery to exchange heat with the cooling liquid in the passenger compartment heating circuit.
  • the thermal management circuit of the power battery further includes a second temperature sensor 702, and the second temperature sensor 702 is set to detect the temperature before the coolant in the thermal management circuit of the power battery enters the power battery 105, so as to calculate the temperature of the electric heating device. 601 and the output power of the air conditioner compressor assembly 602.
  • the passenger compartment 106 is the heated assembly.
  • the passenger compartment heating circuit includes a third water pump 203, a third radiator 403, a fourth radiator 404, and an electric heating device 601.
  • the electric heating device 601 can heat the coolant in the passenger compartment heating circuit.
  • the three water pumps 203 can drive the cooling liquid in the passenger compartment heating circuit to flow and exchange heat with the third radiator 403 and the fourth radiator 404 .
  • the function of the third radiator 403 is to make the coolant in the thermal management circuit of the power battery exchange heat with the passenger compartment 106 .
  • the function of the fourth radiator 404 is to make the coolant in the passenger compartment heating circuit exchange heat with the passenger compartment 106 .
  • the function of the electric heating device 601 is to convert the electric energy of the power battery 105 into heat energy to heat the coolant in the warm air circuit.
  • the passenger compartment heating circuit further includes a second four-way valve 302 , a second fan 502 , and a third temperature sensor 703 .
  • the function of the second four-way valve 302 is to connect the thermal management circuit of the power motor and the heating circuit of the passenger compartment.
  • the function of the second fan 502 is to increase the amount of heat exchange between the coolant in the heating circuit of the passenger compartment and the passenger compartment 106 .
  • the function of the third temperature sensor 703 is to detect the temperature of the coolant in the passenger compartment heating circuit before entering the electric heating device 601 , so as to calculate the output power of the electric heating device 601 and the working speed of the second fan 502 .
  • the passenger compartment 106 is the assembly to be cooled.
  • the passenger compartment cooling circuit includes an air conditioner compressor assembly 602, a second radiator 402 and a fifth radiator 405.
  • the air conditioner compressor assembly 602 can compress and cool the condensate in the passenger compartment cooling circuit and drive the condensate to flow.
  • the condensate Heat can be exchanged with the second radiator 402 and the fifth radiator 405 .
  • the function of the second radiator 402 is to make the coolant in the cooling circuit of the power battery exchange heat with the condensate in the cooling circuit of the passenger compartment.
  • the function of the fifth radiator 405 is to make the condensate in the cooling circuit of the passenger compartment exchange heat with the passenger compartment 106 .
  • the passenger compartment cooling circuit further includes a second fan 502, and the second fan 502 is configured to increase the exchange rate between the condensate and the passenger compartment 106. heat.
  • the fourth radiator 404 , the fifth radiator 405 and the second fan 502 form an air conditioner three-box assembly, which exchanges heat with the passenger compartment 106 .
  • the first four-way valve 301 has four ports, namely port a, port b, port c and port d, and the first four-way valve 301 has two states:
  • port a is connected to port b, port c is connected to port d;
  • port a is connected to port d, and port b is connected to port c.
  • the first four-way valve 301 can be selectively in one of the states.
  • the second four-way valve 302 has four ports, namely e port, f port, g port and h port, and the second four-way valve 302 has two states:
  • the second four-way valve 302 can be selectively in one of the states.
  • the third four-way valve 306 has four ports, which are respectively i-port, j-port, k-port, and l-port.
  • the third four-way valve 306 has two states:
  • port i is connected to port j, and port k is connected to port l;
  • the third four-way valve 306 can be selectively in one of the states.
  • the first three-way valve 305 has three ports, namely u port, v port and w port, and the first three-way valve 305 has two states:
  • the first three-way valve 305 can be selectively in one of these states.
  • the second three-way valve 303 has three ports, namely m port, n port and o port.
  • the second three-way valve 303 has two states:
  • the second three-way valve 303 can be selectively in one of the states.
  • the two-way valve 304 has two states.
  • the two-way valve 304 has two states of "open” and "closed”.
  • the two-way valve 304 can be selectively in one of the states.
  • the fuel cell system is preheated by using the waste heat of the thermal management circuit of the power motor, shortening the time for the fuel cell 107 to reach the set working temperature after starting, thereby improving the working efficiency of the fuel cell system, reducing hydrogen consumption, and increasing cruising range.
  • the waste heat of the thermal management circuit of the fuel cell and the thermal management circuit of the power motor can be used to provide warm air for the passenger compartment 106, reducing the energy demand for the power battery 105 and improving the continuous driving. mileage.
  • the power battery 105 can be heated by using the waste heat of the fuel cell thermal management circuit or the power motor thermal management circuit, and the performance of the power battery 105 can be rapidly improved, thereby improving the vehicle performance.
  • the air-conditioning compressor assembly 602 cannot work. Under the extreme working conditions of continuous high-current operation, such as long-term high-speed driving and DC charging, the power battery 105 heats up quickly, and its performance decreases. It can pass cold air The power battery 105 is cooled to ensure that the performance of the vehicle is not reduced.
  • the waste heat of the power battery 105 can be used to provide warm air for the passenger compartment 106, reducing the energy demand for the power battery 105 and increasing the driving range.
  • the fuel cell vehicle thermal management system includes a power motor thermal management circuit, a power battery thermal management circuit, a fuel cell thermal management circuit and a passenger compartment thermal management circuit.
  • the fuel cell vehicle thermal management system includes the thermal management functions of the power motor, the thermal management function of the power battery, the thermal management function of the fuel cell and the thermal management function of the passenger compartment.
  • the vehicle controller controls the water pump, valve body, fan, electric heater, etc.
  • the device and the air-conditioning compressor assembly work to ensure the normal operation of multiple assemblies and reduce the energy loss of the power battery.
  • the thermal management function of the power motor, the thermal management function of the power battery, the thermal management function of the fuel cell and the thermal management function of the passenger compartment have the same priority, and multiple functions can be started independently at the same time.
  • Fuel cell thermal management functions include fuel cell cold start mode, fuel cell warm up mode and fuel cell cool down mode.
  • the start condition of the fuel cell cold start mode is: the temperature of the fuel cell 107 is lower than 0°C; the exit condition of the fuel cell cold start mode is: the temperature of the fuel cell 107 is higher than 40°C.
  • the state of the third four-way valve 306 is that the i port is connected to the l port, the j port is connected to the k port, the third water pump 203 is turned on, the fourth water pump 204 is turned on, the electric heating device 601 is turned on, and other components are not required.
  • the opening conditions of the fuel cell preheating mode are: the temperature of the fuel cell 107 is lower than 30°C, and the temperature of the coolant in the thermal management circuit of the power motor is higher than the temperature of the coolant in the thermal management circuit of the fuel cell;
  • the exit condition is: the temperature of the fuel cell 107 is higher than 40° C., or the temperature of the coolant in the heat management circuit of the power motor is lower than the temperature of the coolant in the heat management circuit of the fuel cell.
  • the state of the two-way valve 304 is "open", the state of the second three-way valve 303 is that the m port and the n port are connected, and the state of the first four-way valve 301 is a
  • the port is connected with the d port, the b port is connected with the c port, the state of the second four-way valve 302 is that the e port is connected with the f port, the g port is connected with the h port, and the state of the third four-way valve 306 is that the i port is connected with the l port Communication, the j port and the k port are connected, the first water pump 201 is turned on, the second water pump 202 is turned on, the third water pump 203 is turned on, and the fourth water pump 204 is turned on; other components are not required.
  • the opening condition of the fuel cell cooling mode is: the temperature of the fuel cell 107 is higher than 80°C; the exit condition of the fuel cell cooling mode is: the temperature of the fuel cell 107 is lower than 75°C.
  • the fuel cell cooling mode When the fuel cell cooling mode is turned on, the following components are needed: the fourth water pump 204 is turned on, the first fan 501 is turned on, and other components are not required.
  • Power battery thermal management functions include power battery air conditioning cooling mode, power battery self-circulation mode, power battery heating mode, fuel cell waste heat heating power battery mode, power motor waste heat heating power battery mode, power battery fan cooling mode 1 and power battery fan cooling mode two.
  • the power battery self-circulation mode has the highest priority
  • the power battery air conditioner cooling mode has the second priority
  • the other modes have the same priority and the lowest priority.
  • the opening condition of the power battery air conditioner cooling mode is: the ambient temperature is higher than 10°C, and the maximum temperature of the power battery 105 is higher than 40°C; the exit condition of the power battery air conditioner cooling mode is: the ambient temperature is lower than 8°C, or the power battery 105 The maximum temperature is below 36°C.
  • the state of the second three-way valve 303 is that the m port is connected to the o port
  • the state of the first four-way valve 301 is that the a port is connected with the b port
  • the c port is connected with the d port connected
  • the second water pump 202 is turned on
  • the air conditioner compressor assembly 602 is turned on, and the rest of the components are not required.
  • the opening condition of the self-circulation mode of the power battery is: the temperature difference between the power battery cells is higher than 10°C and the maximum temperature of the power battery 105 is lower than 48°C; the exit condition of the power battery self-circulation mode is: the temperature difference between the power battery cells The temperature difference is lower than 8°C, or the maximum temperature of the power battery 105 is higher than 50°C.
  • the state of the second three-way valve 303 is that the m port is connected to the o port
  • the state of the first four-way valve 301 is that the a port is connected with the b port
  • the c port is connected with the d port connected
  • the second water pump 202 is turned on, and there is no demand for other components.
  • the opening condition of the power battery heating mode is: the whole vehicle is in the charging and heating mode and the minimum temperature of the power battery 105 is lower than 0°C; the exit condition of the power battery heating mode is: the whole vehicle exits the charging and heating mode, or the minimum temperature of the power battery 105 higher than 2°C.
  • the state of the second three-way valve 303 is that the m port is connected to the o port
  • the state of the first four-way valve 301 is that the a port is connected with the b port
  • the c port is connected with the d port
  • the state of the second four-way valve 302 is that port e is connected to port f
  • port g is connected to port h
  • the second water pump 202 is turned on
  • the third water pump 203 is turned on
  • the electric heating device 601 is turned on
  • the air conditioner compressor assembly 602 is turned off
  • the opening condition of the fuel cell waste heat heating power battery mode is: the minimum temperature of the power battery 105 is lower than 10°C, and the temperature of the coolant in the fuel cell thermal management circuit is higher than 45°C; the exit condition of the fuel cell waste heat heating power battery mode is : The minimum temperature of the power battery 105 is higher than 15° C., or the temperature of the coolant in the thermal management circuit of the fuel cell is lower than 40° C.
  • the state of the two-way valve 304 is "closed"
  • the state of the second three-way valve 303 is that the m port and the n port are connected
  • the state of the first four-way valve 301 is Port a is connected to port b
  • port c is connected to port d
  • the state of the second four-way valve 302 is that port e is connected to port f
  • port g is connected to port h
  • the state of the third four-way valve 306 is port i and port
  • the l port is connected, the j port and the k port are connected, the second water pump 202 is turned on, the third water pump 203 is turned on, the fourth water pump 204 is turned on, the air conditioner compressor assembly 602 is turned off, and other components are not required.
  • the power motor waste heat heating power battery mode is enabled under the following conditions: the minimum temperature of the power battery 105 is lower than 10°C, and the temperature of the coolant in the power motor thermal management circuit is higher than the maximum temperature of the power battery 105; the power motor waste heat heating power battery mode
  • the exit condition is: the minimum temperature of the power battery 105 is higher than 15° C., or the temperature of the coolant in the thermal management circuit of the power motor is lower than the maximum temperature of the power battery 105 .
  • the state of the two-way valve 304 is "open"
  • the state of the second three-way valve 303 is that the m port and the o port are connected
  • the state of the first four-way valve 301 is Port a is connected to port d
  • port b is connected to port c
  • the first water pump 201 is turned on
  • the second water pump 202 is turned on
  • the air conditioner compressor assembly 602 is turned off, and other components are not required.
  • the opening condition of the power battery fan cooling mode 1 is: the maximum temperature of the power battery 105 is higher than 30°C; the exit condition of the power battery fan cooling mode 1 is: the maximum temperature of the power battery 105 is lower than 25°C.
  • the state of the two-way valve 304 is "off"
  • the state of the first three-way valve 305 is that the u port and the w port are connected
  • the state of the second three-way valve 303 is The m port is connected to the o port
  • the state of the first four-way valve 301 is that the a port is connected with the d port
  • the b port is connected with the c port
  • the state of the second four-way valve 302 is that the e port is connected with the f port
  • the g port is connected with the h port.
  • the ports are connected, the first water pump 201 is turned on, the second water pump 202 is turned on, the first fan 501 is turned on, and other components are not required.
  • the opening condition of power battery fan cooling mode 2 is: the ambient temperature is lower than 8°C, and the maximum temperature of the power battery 105 is higher than 40°C; the exit condition of power battery fan cooling mode 2 is: the ambient temperature is higher than 10°C, or the power The maximum temperature of the battery 105 is lower than 36°C.
  • the state of the two-way valve 304 is "off"
  • the state of the second three-way valve 303 is that the m port and the o port are connected
  • the state of the first four-way valve 301 is Port a is connected to port d
  • port b is connected to port c
  • the state of the second four-way valve 302 is that port e is connected to port f
  • port g is connected to port h
  • the first water pump 201 is turned on
  • the second water pump 202 is turned on
  • the second four-way valve 302 A fan 501 is turned on, and other components are not required.
  • Power motor thermal management features include a power motor cooling mode.
  • the opening condition of the power motor cooling mode is: the temperature of the charger 101 is higher than 40°C, or the temperature of the DC transformer 102 is higher than 40°C, or the temperature of the power motor inverter 103 is higher than 40°C, or the temperature of the power motor body 104 is higher than 40°C.
  • the temperature is higher than 40°C.
  • the exit conditions of the power motor cooling mode are: the temperature of the charger 101 is lower than 36°C, the temperature of the DC transformer 102 is lower than 36°C, the temperature of the power motor inverter 103 is lower than 36°C, and the temperature of the power motor body 104 is lower than 36°C. The temperature is below 36°C.
  • the following components are needed when the power motor cooling mode is turned on: the first water pump 201 is turned on, the first fan 501 is turned on, and other components are not required.
  • the thermal management functions of the passenger compartment include air-conditioning cooling mode, warm air heating mode, fuel cell waste heat heating mode, power motor waste heat heating mode and power battery waste heat heating mode.
  • the air conditioning cooling mode, warm air heating mode, fuel cell waste heat heating mode and power battery waste heat heating mode have the same priority and can be turned on at the same time, and the power motor waste heat heating mode has the lowest priority.
  • the opening condition of the air-conditioning cooling mode is: the driver turns on the air-conditioning switch; the exiting condition of the air-conditioning cooling mode is: the driver turns off the air-conditioning switch.
  • the following components are needed when the air conditioner cooling mode is turned on: the air conditioner compressor assembly 602 is turned on, the second fan 502 is turned on, and other components are not required.
  • the opening condition of the warm air heating mode is: the driver turns on the warm air switch; the closing condition of the warm air heating mode is: the driver turns off the warm air switch.
  • the third water pump 203 is turned on, the electric heating device 601 is turned on, the second fan 502 is turned on, and other components are not required.
  • the opening condition of the fuel cell waste heat heating mode is: the driver turns on the heater switch and the temperature of the coolant in the fuel cell thermal management circuit is higher than 80°C; the closing condition of the fuel cell waste heat heating mode is: the driver turns off the heater switch, or The temperature of the coolant in the thermal management circuit of the fuel cell is lower than 75°C.
  • the state of the two-way valve 304 is "closed"
  • the state of the first four-way valve 301 is that the a port is connected with the b port
  • the c port is connected with the d port
  • the state of the through valve 302 is that the e port is connected with the f port
  • the g port is connected with the h port.
  • the state of the third four-way valve 306 is that the i port is connected with the l port, and the j port is connected with the k port.
  • the third water pump 203 is turned on.
  • the four water pumps 204 are turned on, the second fan 502 is turned on, and the rest of the components are not required.
  • the opening condition of the waste heat heating mode of the power motor is: the driver turns on the heater switch and the temperature of the coolant in the thermal management circuit of the power motor is higher than the set temperature of the heater; the closing condition of the waste heat heating mode of the power motor is: the driver turns off the heater switch, or the temperature of the coolant in the heat management circuit of the power motor is lower than the set temperature of the warm air.
  • the state of the two-way valve 304 is "open"
  • the state of the second four-way valve 302 is that the f port is connected with the g port, and the e port is connected with the h port.
  • 201 is turned on
  • the third water pump 203 is turned on
  • the second fan 502 is turned on, and other components are not required.
  • the opening condition of the waste heat heating mode of the power battery is: the driver turns on the heater switch and the temperature of the power battery 105 is higher than the set temperature of the heater; the exit condition of the power battery waste heat heating mode is: the driver turns off the heater switch, or the power battery The temperature at 105 is lower than the warm air setting temperature.
  • the state of the second three-way valve 303 is that the m port and the n port are connected, the second water pump 202 is turned on, the third water pump 203 is turned on, the second fan 502 is turned on, and other parts are not used. need.
  • the operating conditions of the multiple modes of the fuel cell thermal management function are independent of each other and will not be performed simultaneously.

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Abstract

一种燃料电池汽车热管理系统，包括：动力电机热管理回路，包括第一水泵（201）、充电机（101）、直流变压器（102）、动力电机逆变器（103）、动力电机本体（104）、第一散热器（401）和第一三通阀（305），第一三通阀（305）能够控制动力电机热管理回路内的冷却液是否能够流向第一散热器（401）；动力电池热管理回路，包括第二水泵（202）、第二散热器（402）、第三散热器（403）和动力电池（105）；燃料电池热管理回路，包括能够依次连通的第四水泵（204）、燃料电池（107）和第六散热器（406）；动力电机热管理回路能够与燃料电池热管理回路进行热交换以使得动力电机热管理回路对燃料电池（107）进行预热；动力电池热管理回路能够与燃料电池热管理回路进行热交换以使得燃料电池（107）对动力电池（105）进行加热。

Description

燃料电池汽车热管理系统
本申请要求在2021年05月12日提交中国专利局、申请号为202110518138.0的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车技术领域，例如涉及一种燃料电池汽车热管理系统。
背景技术
由于燃料电池系统的功率响应慢，无法单独满足电动汽车驱动的需求，因此，相关技术中，燃料电池汽车必须与动力电池进行配合，才能满足电动汽车驱动性能的要求。
但是，相关技术中，装载有燃料电池和动力电池的汽车中，燃料电池的热管理系统和动力电池的热管理系统各自独立，能量利用不合理，造成能量浪费，进而导致续航里程缩短。
发明内容
本申请提供一种燃料电池汽车热管理系统，以解决存在的燃料电池汽车的能量利用不合理的问题。
提供一种燃料电池汽车热管理系统，包括：
动力电机热管理回路，包括能够依次连通的第一水泵、充电机、直流变压器、动力电机逆变器、动力电机本体和第一散热器，所述第一水泵能够驱动所述动力电机热管理回路内的冷却液流动并与所述第一散热器、所述动力电机本体、所述动力电机逆变器、所述直流变压器和所述充电机交换热量，所述动力电机热管理回路还包括第一三通阀，所述第一三通阀能够控制所述动力电机热管理回路内的冷却液是否能够流向所述第一散热器；
动力电池热管理回路，包括能够依次连通的第二水泵、第二散热器、第三散热器和动力电池，所述第二水泵能够驱动所述动力电池热管理回路内的冷却液流动并与所述第三散热器、所述第二散热器和所述动力电池交换热量；
燃料电池热管理回路，包括能够依次连通的第四水泵、燃料电池和第六散热器，所述第四水泵能够驱动所述燃料电池热管理回路内的冷却液流动并与所述燃料电池和所述第六散热器交换热量；
所述动力电机热管理回路能够与所述燃料电池热管理回路进行热交换以使得所述动力电机热管理回路对所述燃料电池进行预热；所述动力电池热管理回路能够与所述燃料电池热管理回路进行热交换以使得所述燃料电池对所述动力电池进行加热。
可选地，所述动力电机热管理回路还包括两通阀，所述两通阀能够连通所述动力电机热管理回路与所述动力电池热管理回路。
可选地，所述动力电池热管理回路还包括第一四通阀和第二三通阀，所述第一四通阀能够连通所述动力电池热管理回路和所述动力电机热管理回路，所述第二三通阀能够控制所述动力电池热管理回路内的冷却液是否流向所述第三散热器。
可选地，所述燃料电池汽车热管理系统还包括乘员舱热管理回路，所述乘员舱热管理回路包括乘员舱加热回路和乘员舱冷却回路，所述乘员舱加热回路设置为对乘员舱进行加热，所述乘员舱冷却回路设置为对所述乘员舱进行冷却，所述燃料电池热管理回路还包括第三四通阀，所述第三四通阀能够控制所述燃料电池热管理回路是否与所述乘员舱加热回路连通。
可选地，所述乘员舱加热回路包括第三水泵、所述第三散热器、第四散热器和电加热装置，所述电加热装置能够对所述乘员舱加热回路内的冷却液进行加热，所述第三水泵能够驱动所述乘员舱加热回路内的冷却液流动并与所述第三散热器和所述第四散热器交换热量。
可选地，所述乘员舱加热回路还包括第二四通阀，所述第二四通阀能够连通所述乘员舱加热回路和所述动力电机热管理回路。
可选地，所述乘员舱冷却回路包括空调压缩机总成、所述第二散热器和第五散热器，所述空调压缩机总成能够压缩并冷却所述乘员舱冷却回路内的冷凝剂并驱动所述冷凝剂流动，所述冷凝剂能够与所述第二散热器和所述第五散热器交换热量。
可选地，所述乘员舱冷却回路还包括第二风扇，所述第二风扇设置为增加所述冷凝剂与所述乘员舱的换热量。
可选地，所述动力电机热管理回路还包括第一温度传感器，所述第一温度传感器设置为检测所述动力电机热管理回路内的冷却液流出被冷却总成后的温度。
可选地，所述动力电机热管理回路还包括第一风扇，所述第一风扇设于所述第一散热器上，设置为加速所述第一散热器的散热速率。
附图说明
图1是本申请实施例提供的燃料电池汽车热管理系统的示意图。
图中：
101、充电机；102、直流变压器；103、动力电机逆变器；104、动力电机本体；105、动力电池；106、乘员舱；107、燃料电池；
201、第一水泵；202、第二水泵；203、第三水泵；204、第四水泵；
301、第一四通阀；302、第二四通阀；303、第二三通阀；304、两通阀；305、第一三通阀；306、第三四通阀；307、蜡式节温器；
401、第一散热器；402、第二散热器；403、第三散热器；404、第四散热器；405、第五散热器；406、第六散热器；
501、第一风扇；502、第二风扇；
601、电加热装置；602、空调压缩机总成；
701、第一温度传感器；702、第二温度传感器；703、第三温度传感器；704、第四温度传感器。
具体实施方式
下面结合附图并通过实施方式来说明本申请的技术方案。此处所描述的实施例仅仅用于解释本申请，而非对本申请的限定。为了便于描述，附图中仅示出了与本申请相关的部分而非全部。
在本申请的描述中，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、仅用于描述目的，而不能理解为指示或暗示相对重要性。其中，术语“第一位置”和“第二位置”为两个不同的位置。
在本申请的描述中，除非另有规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。可以具体情况理解上述术语在本申请中的含义。
参见图1，本实施例提供一种燃料电池汽车热管理系统，其包括动力电机热管理回路、动力电池热管理回路和燃料电池热管理回路。
动力电机热管理回路包括能够依次连通的第一水泵201、充电机101、直流变压器102、动力电机逆变器103、动力电机本体104和第一散热器401，第一水泵201能够驱动动力电机热管理回路内的冷却液流动并与第一散热器401、动力电机本体104、动力电机逆变器103、直流变压器102和充电机101交换热量。第一散热器401的作用是使动力电机热管理回路内的冷却液与外界空气交换热量。动力电机热管理回路还包括第一三通阀305，第一三通阀305能够控制动力电机热管理回路内的冷却液是否能够流向第一散热器401。
动力电池热管理回路包括能够依次连通的第二水泵202、第二散热器402、第三散热器403和动力电池105，第二水泵202能够驱动动力电池热管理回路内的冷却液流动并与第三散热器403、第二散热器402和动力电池105交换热量。
燃料电池热管理回路包括能够依次连通的第四水泵204、燃料电池107和第六散热器406，第四水泵204能够驱动燃料电池热管理回路内的冷却液流动并与燃料电池107和第六散热器406交换热量。
动力电机热管理回路能够与燃料电池热管理回路进行热交换以使得动力电机热管理回路对燃料电池107进行预热；动力电池热管理回路能够与燃料电池热管理回路进行热交换以使得燃料电池107对动力电池105进行加热。
燃料电池系统的工作效率受温度影响较大，燃料电池系统启动后，在燃料电池系统达到设定工作温度之前，工作效率很低，特别是在一些极端工况下，需要燃料电池反复启停，如此会降低燃料电池中氢气的能量利用率，增加氢气的损耗，降低汽车的续航里程。
本实施例提供的燃料电池汽车热管理系统中，动力电机热管理回路能够与燃料电池热管理回路进行热交换，从而能够利用动力电机本体104的余热对燃料电池107进行预热，避免能量浪费。同时，动力电池热管理回路能够与燃料电池热管理回路进行热交换，从而能够利用燃料电池107的余热对动力电池105进行加热，避免能量浪费。且通过设置第一三通阀305控制动力电机热管理回路内的冷却液是否能够流向第一散热器401。当第一三通阀305控制动力电机热管理回路内的冷却液流向第一散热器401时，动力电机热管理回路内的冷却液能够流经第一散热器401，从而能够对充电机101、直流变压器102、动力电机逆变器103和动力电机本体104散热。当第一三通阀305控制动力电机热管理回路内的冷却液不能够流向第一散热器401时动力电机热管理回路不工作。
本实施例中，燃料电池汽车热管理系统还包括乘员舱热管理回路，乘员舱热管理回路包括乘员舱加热回路和乘员舱冷却回路，乘员舱加热回路设置为对乘员舱106进行加热，乘员舱冷却回路设置为对乘员舱106进行冷却，燃料电池热管理回路还包括第三四通阀306，第三四通阀306能够控制燃料电池热管理 回路是否与乘员舱加热回路连通。
本实施例中，燃料电池热管理回路中，燃料电池107为被冷却总成。
本实施例中，燃料电池热管理回路还包括第四温度传感器704，第四温度传感器704设置为检测燃料电池热管理回路内的冷却液流出燃料电池107之后的温度。本实施例中，燃料电池热管理回路还包括蜡式节温器307，蜡式节温器307能够控制燃料电池热管理回路内的冷却液是否流向第六散热器406。为了增加燃料电池热管理回路内的冷却液与外界空气的交换热量，本实施例中，燃料电池热管理回路还包括第一风扇501。
动力电机热管理回路中，充电机101、直流变压器102、动力电机逆变器103、动力电机本体104为被冷却总成。
动力电机热管理回路还包括第一温度传感器701，第一温度传感器701设置为检测动力电机热管理回路内的冷却液流出被冷却总成后的温度。动力电机热管理回路还包括第一风扇501，第一风扇501设于第一散热器401上，设置为加速第一散热器401的散热速率，进而增加动力电机热管理回路内的冷却液与外界空气的交换热量。
本实施例中，动力电机热管理回路还包括两通阀304，两通阀304的作用是连通动力电机热管理回路与动力电池热管理回路和乘员舱加热回路。两通阀304能够连通动力电机热管理回路与动力电池热管理回路。
本实施例中，动力电池热管理回路中，动力电池105是被冷却总成。
动力电池热管理回路还包括第一四通阀301和第二三通阀303，第一四通阀301能够连通动力电池热管理回路和动力电机热管理回路，第二三通阀303能够控制动力电池热管理回路内的冷却液是否流向第三散热器403。
动力电池热管理回路中，第二散热器402使得动力电池热管理回路中的冷却液能够与乘员舱冷却回路内的冷凝剂交换热量。第三散热器403使得动力电池热管理回路中的冷却液能够与乘员舱加热回路内的冷却液交换热量。
本实施例中，动力电池热管理回路还包括第二温度传感器702，第二温度传感器702设置为检测动力电池热管理回路内的冷却液进入动力电池105之前的温度，以用于计算电加热装置601和空调压缩机总成602的输出功率。
乘员舱加热回路中，乘员舱106为被加热总成。
本实施例中，乘员舱加热回路包括第三水泵203、第三散热器403、第四散热器404和电加热装置601，电加热装置601能够对乘员舱加热回路内的冷却液进行加热，第三水泵203能够驱动乘员舱加热回路内的冷却液流动并与第三散 热器403和第四散热器404交换热量。第三散热器403的作用是使动力电池热管理回路内的冷却液与乘员舱106交换热量。第四散热器404的作用是使乘员舱加热回路内的冷却液与乘员舱106交换热量。电加热装置601的作用是将动力电池105的电能转化为热能加热暖风回路内的冷却液。
本实施例中，乘员舱加热回路还包括第二四通阀302、第二风扇502、第三温度传感器703。其中，第二四通阀302的作用是连通动力电机热管理回路和乘员舱加热回路。第二风扇502的作用是增加乘员舱加热回路内的冷却液与乘员舱106的换热量。第三温度传感器703的作用是检测乘员舱加热回路内的冷却液进入电加热装置601之前的温度，以便计算电加热装置601的输出功率和第二风扇502的工作转速。
乘员舱冷却回路中，乘员舱106为被冷却总成。
乘员舱冷却回路包括空调压缩机总成602、第二散热器402和第五散热器405，空调压缩机总成602能够压缩并冷却乘员舱冷却回路内的冷凝剂并驱动冷凝剂流动，冷凝剂能够与第二散热器402和第五散热器405交换热量。
第二散热器402的作用是使动力电池冷却回路内的冷却液与乘员舱冷却回路内的冷凝剂交换热量。第五散热器405的作用是使乘员舱冷却回路内的冷凝剂与乘员舱106交换热量。
为了提高乘员舱冷却回路内的冷凝剂与乘员舱106的换热量，本实施例中，乘员舱冷却回路还包括第二风扇502，第二风扇502设置为增加冷凝剂与乘员舱106的换热量。
本实施例中，第四散热器404、第五散热器405和第二风扇502组成了空调三箱总成，与乘员舱106交换热量。
本实施例中，第一四通阀301具有四个端口，分别为a端口、b端口、c端口和d端口，第一四通阀301具有两种状态：
状态一：a端口与b端口连通，c端口与d端口连通；
状态二：a端口与d端口连通，b端口与c端口连通。
第一四通阀301能够选择性的处于其中一种状态。
本实施例中，第二四通阀302具有四个端口，分别为e端口、f端口、g端口和h端口，第二四通阀302具有两种状态：
状态一：e端口和f端口连通，g端口和h端口连通；
状态二：f端口和g端口连通，e端口和h端口连通。
第二四通阀302能够选择性的处于其中一种状态。
本实施例中，第三四通阀306具有四个端口，分别为i端口、j端口、k端口、l端口，第三四通阀306具有两种状态：
状态一：i端口和j端口连通，k端口和l端口连通；
状态二：i端口和l端口连通，j端口和k端口连通。
第三四通阀306能够选择性的处于其中一种状态。
本实施例中，第一三通阀305具有三个端口，分别为u端口、v端口和w端口，第一三通阀305具有两种状态：
状态一：u端口和w端口连通；
状态二：u端口和v端口连通。
第一三通阀305能够选择性地处于其中一种状态。
第二三通阀303具有三个端口，分别为m端口、n端口、o端口。第二三通阀303具有两种状态：
状态一：m端口和n端口连通；
状态二：m端口和o端口连通。
第二三通阀303能够选择性的处于其中一种状态。
本实施例中，两通阀304具有两种状态。两通阀304具有“开”和“关”两种状态。两通阀304能够选择性的处于其中一种状态。
本实施例提供的燃料电池汽车热管理系统具有如下效果：
1、利用动力电机热管理回路的余热对燃料电池系统进行预热，缩短燃料电池107启动后达到设定工作温度的时间，从而提高燃料电池系统的工作效率，降低氢耗，增加续航里程。
2、低温环境中，当驾驶员有暖风需求时，可以利用燃料电池热管理回路和动力电机热管理回路的余热为乘员舱106提供暖风，减少对动力电池105的能量需求，提高续驶里程。
3、在低温环境中，可以利用燃料电池热管理回路或者动力电机热管理回路的余热加热动力电池105，快速提高动力电池105的性能，从而提高整车性能。
4、在低温环境中，空调压缩机总成602不能工作，在持续大电流工作的极端工况下，例如长时间高速行驶和直流充电时，动力电池105升温快，性能降低，可以通过冷空气对动力电池105进行冷却，保证整车性能不降低。
5、在低温环境中，如果驾驶员有暖风需求，可以利用动力电池105的余热 为乘员舱106提供暖风，减少对动力电池105的能量需求，提高续驶里程。
本实施例中，燃料电池汽车热管理系统包括动力电机热管理回路、动力电池热管理回路、燃料电池热管理回路和乘员舱热管理回路。相应地，燃料电池汽车热管理系统包括动力电机热管理功能、动力电池热管理功能、燃料电池热管理功能和乘员舱热管理功能。
燃料电池汽车热管理系统中，整车控制器根据驾驶员的制冷与暖风需求，及多个总成的工作状态和多个冷却回路的冷却液温度，控制水泵，阀体，风扇，电加热装置及空调压缩机总成工作，保证多个总成正常工作，并减少动力电池的能量损失。
本实施例中，动力电机热管理功能、动力电池热管理功能、燃料电池热管理功能和乘员舱热管理功能的优先级相同，多个功能可以同时独立开启。
燃料电池热管理功能包括燃料电池冷启动模式、燃料电池预热模式和燃料电池冷却模式。
本实施例中，燃料电池冷启动模式的开启条件为：燃料电池107的温度低于0℃；燃料电池冷启动模式的退出条件为：燃料电池107的温度高于40℃。
燃料电池冷启动模式开启时需要用到以下部件：
第三四通阀306的状态为i端口和l端口连通，j端口和k端口连通，第三水泵203开启，第四水泵204开启，电加热装置601开启，其余部件无需求。
燃料电池预热模式的开启条件为：燃料电池107的温度低于30℃，且动力电机热管理回路的冷却液的温度高于燃料电池热管理回路的冷却液的温度；燃料电池预热模式的退出条件为：燃料电池107的温度高于40℃，或者动力电机热管理回路的冷却液的温度低于燃料电池热管理回路的冷却液的温度。
燃料电池预热模式开启时需要用到以下部件：两通阀304的状态为“开”，第二三通阀303的状态为m端口和n端口连通，第一四通阀301的状态为a端口与d端口连通，b端口与c端口连通，第二四通阀302的状态为e端口和f端口连通，g端口和h端口连通，第三四通阀306的状态为i端口和l端口连通，j端口和k端口连通，第一水泵201开启，第二水泵202开启，第三水泵203开启，第四水泵204开启；其余部件无需求。
燃料电池冷却模式的开启条件为：燃料电池107的温度高于80℃；燃料电池冷却模式的退出条件为：燃料电池107的温度低于75℃。
燃料电池冷却模式开启时需要用到以下部件：第四水泵204开启，第一风扇501开启，其余部件无需求。
动力电池热管理功能包括动力电池空调冷却模式、动力电池自循环模式、动力电池加热模式、燃料电池余热加热动力电池模式、动力电机余热加热动力电池模式、动力电池风扇冷却模式一和动力电池风扇冷却模式二。
动力电池热管理功能的多个模式中，动力电池自循环模式的优先级最高，动力电池空调冷却模式的优先级次之，其他模式的优先级相同且最低。
动力电池空调冷却模式的开启条件为：环境温度高于10℃，且动力电池105的最高温度高于40℃；动力电池空调冷却模式的退出条件为：环境温度低于8℃，或者动力电池105的最高温度低于36℃。
动力电池空调冷却模式开启时需要用到以下部件：第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与b端口连通，c端口与d端口连通，第二水泵202开启，空调压缩机总成602开启，其余部件无需求。
动力电池自循环模式的开启条件为：动力电池单体之间的温差高于10℃且动力电池105的最高温度低于48℃；动力电池自循环模式的退出条件为：动力电池单体之间的温差低于8℃，或者动力电池105的最高温度高于50℃。
动力电池自循环模式开启时需要用到以下部件：第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与b端口连通，c端口与d端口连通，第二水泵202开启，其余部件无需求。
动力电池加热模式的开启条件为：整车处于充电加热模式且动力电池105的最低温度低于0℃；动力电池加热模式的退出条件为：整车退出充电加热模式，或者动力电池105的最低温度高于2℃。
动力电池加热模式开启时需要用到以下部件：第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与b端口连通，c端口与d端口连通，第二四通阀302的状态为e端口和f端口连通，g端口和h端口连通，第二水泵202开启，第三水泵203开启，电加热装置601开启，空调压缩机总成602关闭，其余部件无需求。
燃料电池余热加热动力电池模式的开启条件为：动力电池105的最低温度低于10℃，且燃料电池热管理回路的冷却液的温度高于45℃；燃料电池余热加热动力电池模式的退出条件为：动力电池105的最低温度高于15℃，或者燃料电池热管理回路的冷却液的温度低于40℃。
燃料电池余热加热动力电池模式开启时需要用到以下部件：两通阀304的状态为“关”，第二三通阀303的状态为m端口和n端口连通，第一四通阀301的状态为a端口与b端口连通，c端口与d端口连通，第二四通阀302的状态为 e端口和f端口连通，g端口和h端口连通，第三四通阀306的状态为i端口和l端口连通，j端口和k端口连通，第二水泵202开启，第三水泵203开启，第四水泵204开启，空调压缩机总成602关闭，其余部件无需求。
动力电机余热加热动力电池模式的开启条件为：动力电池105的最低温度低于10℃，且动力电机热管理回路的冷却液的温度高于动力电池105的最高温度；动力电机余热加热动力电池模式的退出条件为：动力电池105的最低温度高于15℃，或者动力电机热管理回路的冷却液的温度低于动力电池105的最高温度。
动力电机余热加热动力电池模式开启时需要用到以下部件：两通阀304的状态为“开”，第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与d端口连通，b端口与c端口连通，第一水泵201开启，第二水泵202开启，空调压缩机总成602关闭，其余部件无需求。
动力电池风扇冷却模式一的开启条件为：动力电池105的最高温度高于30℃；动力电池风扇冷却模式一的退出条件为：动力电池105的最高温度低于25℃。
动力电池风扇冷却模式一开启时需要用到以下部件：两通阀304的状态为“关”，第一三通阀305的状态为u端口和w端口连通，第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与d端口连通，b端口与c端口连通，第二四通阀302的状态为e端口和f端口连通，g端口和h端口连通，第一水泵201开启，第二水泵202开启，第一风扇501开启，其余部件无需求。
动力电池风扇冷却模式二的开启条件为：环境温度低于8℃，且动力电池105的最高温度高于40℃；动力电池风扇冷却模式二的退出条件为：环境温度高于10℃，或者动力电池105的最高温度低于36℃。
动力电池风扇冷却模式二开启时需要用到以下部件：两通阀304的状态为“关”，第二三通阀303的状态为m端口和o端口连通，第一四通阀301的状态为a端口与d端口连通，b端口与c端口连通，第二四通阀302的状态为e端口和f端口连通，g端口和h端口连通，第一水泵201开启，第二水泵202开启，第一风扇501开启，其余部件无需求。
动力电机热管理功能包括动力电机冷却模式。
动力电机冷却模式的开启条件为：充电机101的温度高于40℃，或者直流变压器102的温度高于40℃，或者动力电机逆变器103的温度高于40℃，或者动力电机本体104的温度高于40℃。
动力电机冷却模式的退出条件为：充电机101的温度低于36℃，且直流变压器102的温度低于36℃，且动力电机逆变器103的温度低于36℃，且动力电机本体104的温度低于36℃。
动力电机冷却模式开启时需要用到以下部件：第一水泵201开启，第一风扇501开启，其余部件无需求。
乘员舱热管理功能包括空调制冷模式、暖风采暖模式、燃料电池余热采暖模式、动力电机余热采暖模式和动力电池余热采暖模式。
乘员舱热管理功能的多个模式中，空调制冷模式、暖风采暖模式、燃料电池余热采暖模式和动力电池余热采暖模式的优先级相同且可以同时开启，动力电机余热采暖模式的优先级最低。
空调制冷模式的开启条件为：驾驶员打开空调开关；空调制冷模式的退出条件为：驾驶员关闭空调开关。
空调制冷模式开启时需要用到以下部件：空调压缩机总成602开启，第二风扇502开启，其余部件无需求。
暖风采暖模式的开启条件为：驾驶员打开暖风开关；暖风采暖模式的关闭条件为：驾驶员关闭暖风开关。
暖风采暖模式开启时需要用到以下部件：第三水泵203开启，电加热装置601开启，第二风扇502开启，其余部件无需求。
燃料电池余热采暖模式的开启条件为：驾驶员打开暖风开关且燃料电池热管理回路的冷却液的温度高于80℃；燃料电池余热采暖模式的关闭条件为：驾驶员关闭暖风开关，或者燃料电池热管理回路的冷却液的温度低于75℃。
燃料电池余热采暖模式开启时需要用到以下部件：两通阀304的状态为“关”，第一四通阀301的状态为a端口与b端口连通，c端口与d端口连通，第二四通阀302的状态为e端口和f端口连通，g端口和h端口连通，第三四通阀306的状态为i端口和l端口连通，j端口和k端口连通，第三水泵203开启，第四水泵204开启，第二风扇502开启，其余部件无需求。
动力电机余热采暖模式的开启条件为：驾驶员打开暖风开关且动力电机热管理回路的冷却液的温度高于暖风设定温度；动力电机余热采暖模式的关闭条件为：驾驶员关闭暖风开关，或者动力电机热管理回路的冷却液的温度低于暖风设定温度。
动力电机余热采暖模式开启时需要用到以下部件：两通阀304的状态为“开”，第二四通阀302的状态为f端口和g端口连通，e端口和h端口连通， 第一水泵201开启，第三水泵203开启，第二风扇502开启，其余部件无需求。
动力电池余热采暖模式的开启条件为：驾驶员打开暖风开关且动力电池105的温度高于暖风设定温度；动力电池余热采暖模式的退出条件为：驾驶员关闭暖风开关，或者动力电池105的温度低于暖风设定温度。
动力电池余热采暖模式开启时需要用到以下部件：第二三通阀303的状态为m端口和n端口连通，第二水泵202开启，第三水泵203开启，第二风扇502开启，其余部件无需求。
燃料电池热管理功能的多个模式的工作条件相互独立，不会同时进行。

Claims (10)

  1. 一种燃料电池汽车热管理系统，包括：
    动力电机热管理回路，包括能够依次连通的第一水泵(201)、充电机(101)、直流变压器(102)、动力电机逆变器(103)、动力电机本体(104)和第一散热器(401)，所述第一水泵(201)设置为能够驱动所述动力电机热管理回路内的冷却液流动并与所述第一散热器(401)、所述动力电机本体(104)、所述动力电机逆变器(103)、所述直流变压器(102)和所述充电机(101)交换热量，所述动力电机热管理回路还包括第一三通阀(305)，所述第一三通阀(305)设置为能够控制所述动力电机热管理回路内的冷却液是否能够流向所述第一散热器(401)；
    动力电池热管理回路，包括能够依次连通的第二水泵(202)、第二散热器(402)、第三散热器(403)和动力电池(105)，所述第二水泵(202)设置为能够驱动所述动力电池热管理回路内的冷却液流动并与所述第三散热器(403)、所述第二散热器(402)和所述动力电池(105)交换热量；
    燃料电池热管理回路，包括能够依次连通的第四水泵(204)、燃料电池(107)和第六散热器(406)，所述第四水泵(204)设置为能够驱动所述燃料电池热管理回路内的冷却液流动并与所述燃料电池(107)和所述第六散热器(406)交换热量；
    所述动力电机热管理回路设置为能够与所述燃料电池热管理回路进行热交换以使得所述动力电机热管理回路对所述燃料电池(107)进行预热；所述动力电池热管理回路设置为能够与所述燃料电池热管理回路进行热交换以使得所述燃料电池(107)对所述动力电池(105)进行加热。
  2. 根据权利要求1所述的燃料电池汽车热管理系统，其中，所述动力电机热管理回路还包括两通阀(304)，所述两通阀(304)设置为能够连通所述动力电机热管理回路与所述动力电池热管理回路。
  3. 根据权利要求1所述的燃料电池汽车热管理系统，其中，所述动力电池热管理回路还包括第一四通阀(301)和第二三通阀(303)，所述第一四通阀(301)设置为能够连通所述动力电池热管理回路和所述动力电机热管理回路，所述第二三通阀(303)设置为能够控制所述动力电池热管理回路内的冷却液是否流向所述第三散热器(403)。
  4. 根据权利要求1所述的燃料电池汽车热管理系统，其中，所述燃料电池汽车热管理系统还包括乘员舱热管理回路，所述乘员舱热管理回路包括乘员舱加热回路和乘员舱冷却回路，所述乘员舱加热回路设置为对乘员舱(106)进行加热，所述乘员舱冷却回路设置为对所述乘员舱(106)进行冷却，所述燃料电池 热管理回路还包括第三四通阀(306)，所述第三四通阀(306)设置为能够控制所述燃料电池热管理回路是否与所述乘员舱加热回路连通。
  5. 根据权利要求4所述的燃料电池汽车热管理系统，其中，所述乘员舱加热回路包括第三水泵(203)、所述第三散热器(403)、第四散热器(404)和电加热装置(601)，所述电加热装置(601)设置为能够对所述乘员舱加热回路内的冷却液进行加热，所述第三水泵(203)设置为能够驱动所述乘员舱加热回路内的冷却液流动并与所述第三散热器(403)和所述第四散热器(404)交换热量。
  6. 根据权利要求5所述的燃料电池汽车热管理系统，其中，所述乘员舱加热回路还包括第二四通阀(302)，所述第二四通阀(302)设置为能够连通所述乘员舱加热回路和所述动力电机热管理回路。
  7. 根据权利要求4所述的燃料电池汽车热管理系统，其中，所述乘员舱冷却回路包括空调压缩机总成(602)、所述第二散热器(402)和第五散热器(405)，所述空调压缩机总成(602)设置为能够压缩并冷却所述乘员舱冷却回路内的冷凝剂并驱动所述冷凝剂流动，所述冷凝剂能够与所述第二散热器(402)和所述第五散热器(405)交换热量。
  8. 根据权利要求7所述的燃料电池汽车热管理系统，其中，所述乘员舱冷却回路还包括第二风扇(502)，所述第二风扇(502)设置为增加所述冷凝剂与所述乘员舱(106)的换热量。
  9. 根据权利要求1-8中任一项所述的燃料电池汽车热管理系统，其中，所述动力电机热管理回路还包括第一温度传感器(701)，所述第一温度传感器(701)设置为检测所述动力电机热管理回路内的冷却液流出被冷却总成后的温度。
  10. 根据权利要求1-8中任一项所述的燃料电池汽车热管理系统，其中，所述动力电机热管理回路还包括第一风扇(501)，所述第一风扇(501)设于所述第一散热器(401)上，所述第一风扇(501)设置为加速所述第一散热器(401)的散热速率。
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