CN112078435B - A fuel cell vehicle cooling system - Google Patents

Abstract

The invention discloses a fuel cell vehicle cooling system, comprising: a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling circuit. The flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, The second end of the condenser branch is connected with the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling circuit, and the second end of the cooling circuit is connected to the water pump to form a circulation loop; the motor branch Contains the motor water jacket for cooling the drive motor, the condenser branch contains the condenser water jacket for cooling the condenser, the battery branch contains the battery water jacket for cooling the fuel cell, and the cooling pipeline is used for The antifreeze in the circulation loop is dissipated. The system of the invention is highly integrated, which reduces the cost and saves the space of the engine compartment.

Description

A fuel cell vehicle cooling system

technical field

The invention relates to the technical field of new energy vehicles, in particular to a cooling system for fuel cell vehicles.

Background technique

In a traditional fuel cell hybrid vehicle, the respective cooling systems of the main driving components exist independently and together form a closed cooling system. The cooling system mainly includes: fuel cell cooling system, motor cooling system, air conditioning cooling system, electrical components Cooling system, high voltage battery cooling system, etc. In the above cooling systems, since each cooling system works independently, multiple water pumps, expansion kettles and radiators are required; generally, each cooling system requires at least one of the above components, that is, the number of water pumps is at least 5. At least 5 expansion kettles and at least 5 radiators; radiators mainly include fuel cell cooling system radiators, motor cooling system radiators, air conditioning cooling system radiators, electrical components cooling system radiators, and high-voltage battery cooling system radiators Wait. Therefore, the cooling system pipelines in the traditional fuel cell hybrid vehicle are extremely complex and low in integration, which will lead to mutual interference between the various cooling systems and occupy a large amount of engine compartment space, resulting in high cost.

SUMMARY OF THE INVENTION

In view of the above problems, the present invention proposes a fuel cell vehicle cooling system, which is highly integrated, reduces costs, and saves engine compartment space.

The application provides the following technical solutions through an embodiment:

A fuel cell vehicle cooling system, comprising: a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling circuit;

The flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline They are respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected to the second end of the cooling circuit. One end is connected, and the second end of the cooling circuit is connected to the water pump to form a circulation loop; the motor branch includes a motor water jacket for cooling the drive motor, and the condenser branch includes a water jacket for cooling the condenser A condenser water jacket for heat dissipation, the battery branch circuit includes a battery water jacket for heat dissipation of the fuel cell, and the heat dissipation pipeline is used for heat dissipation of the antifreeze in the circulation loop.

Optionally, the inlet side of the motor water jacket in the motor branch is provided with a first flow regulating valve, and the outlet side of the motor water jacket in the motor branch is provided with a first temperature sensor; the first flow rate The regulating valve is used to adjust the flow rate of the antifreeze liquid entering the motor branch circuit, and the first temperature sensor is used to detect the temperature of the antifreeze liquid flowing out of the motor branch circuit.

Optionally, the inlet side of the condenser water jacket in the condenser branch is provided with a second flow regulating valve, and the outlet side of the condenser water jacket in the condenser branch is provided with a second temperature sensor; The second flow regulating valve is used to adjust the flow rate of the antifreeze liquid entering the condenser branch, and the second temperature sensor is used to detect the temperature of the antifreeze flowing out of the condenser branch.

Optionally, the inlet side of the battery water jacket in the battery branch is provided with a third flow regulating valve, and the outlet side of the battery water jacket in the battery branch is provided with a third temperature sensor; the third flow rate The regulating valve is used to adjust the flow rate of the antifreeze liquid entering the battery branch circuit, and the third temperature sensor is used to detect the temperature of the antifreeze liquid flowing out of the battery branch circuit.

Optionally, a main line temperature sensor is provided on the main line connected to the first end of the heat dissipation line to detect the temperature of the antifreeze after the motor branch, the condenser branch and the battery branch converge. .

Optionally, it also includes a thermostat and a bypass pipeline; the thermostat is arranged on the main pipeline connected to the first end of the heat dissipation pipeline, and the thermostat is located between the main pipeline temperature sensor and the main pipeline. between the first ends of the heat dissipation pipelines; the first end of the bypass pipeline is connected to the thermostat, and the second end of the bypass pipeline is connected to the cooling circuit.

Optionally, the heat dissipation pipeline includes: a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline;

The first end of the left heat dissipation pipeline is provided with a fourth flow regulating valve, and the second end of the left heat dissipation pipeline is provided with a fourth temperature sensor;

The first end of the right heat dissipation pipeline is provided with a fifth flow regulating valve, and the second end of the right heat dissipation pipeline is provided with a fifth temperature sensor;

The first end of the intermediate heat dissipation pipeline is provided with a sixth flow regulating valve, and the second end of the intermediate heat dissipation pipeline is provided with a sixth temperature sensor.

Optionally, a cooling fan is provided on the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline, and the heat dissipation fan is used for air cooling and heat dissipation of the heat dissipation pipeline.

Optionally, the cooling circuit is provided with a circuit temperature sensor for detecting the temperature of the antifreeze liquid in the cooling circuit.

Optionally, it also includes an expansion kettle, the first end of the expansion kettle is connected to the second end of the motor branch/condenser branch/battery branch, and the second end of the expansion kettle is connected to the cooling The second end of the loop is connected.

A fuel cell vehicle cooling system provided in this embodiment includes: a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling circuit; the flow output end of the water pump is respectively connected to the motor branch The first end of the condenser branch and the first end of the battery branch are connected; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the battery The second end of the branch circuit is connected; the second end of the heat dissipation pipeline is connected with the first end of the cooling circuit, and the second end of the cooling circuit is connected to the water pump to form a circulation circuit; the motor branch circuit contains the motor water used for cooling the driving motor jacket, the condenser branch circuit includes a condenser water jacket for cooling the condenser, the battery branch includes a battery water jacket for cooling the fuel cell, and the cooling pipeline is used for cooling the antifreeze in the circulation loop. heat dissipation. The above-mentioned structure and components cooperate with each other, so that precise heat dissipation control can be carried out, and the heat dissipation effect is good. And the system in this embodiment uses a main circuit and a cooling circuit to form a total circulation circuit, which realizes the integration of multiple cooling systems in the vehicle. Compared with the independent cooling system, the integrated structure has fewer zeros. components, reducing costs and saving a lot of space in the vehicle's engine compartment

The above description is only an overview of the technical solutions of the present invention. In order to understand the technical means of the present invention more clearly, it can be implemented according to the content of the description, and in order to make the above and other objects, features and advantages of the present invention more obvious and easy to understand , the following specific embodiments of the present invention are given.

Description of drawings

In order to illustrate the technical solutions in the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings used in the description of the embodiments. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained from these drawings without creative effort. In the attached image:

FIG. 1 shows a schematic structural diagram of a fuel cell hybrid vehicle provided in an embodiment of the present invention;

FIG. 2 shows a schematic structural diagram of a fuel cell vehicle cooling system provided by the first embodiment of the present invention;

FIG. 3 shows a schematic structural diagram of a cooling module assembly of a fuel cell vehicle according to a second embodiment of the present invention;

FIG. 4 shows a schematic structural diagram of a cooling module frame in a second embodiment of the present invention;

FIG. 5 shows a flowchart of a cooling control method for a fuel cell vehicle provided by a fourth embodiment of the present invention;

FIG. 6 shows a schematic structural diagram of a cooling control device for a fuel cell vehicle according to a fifth embodiment of the present invention.

Detailed ways

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be more thoroughly understood, and will fully convey the scope of the present disclosure to those skilled in the art.

The fuel cell vehicle cooling system, the fuel cell vehicle cooling module assembly, and the fuel cell vehicle cooling control method and device provided in the embodiments of the present invention can all be applied to new energy vehicles. For example, it is applied to lithium battery vehicles, fuel cell vehicles, and hybrid vehicles, especially in the fuel cell hybrid vehicle 100 . Referring to FIG. 1, generally, the main structure of a fuel cell hybrid vehicle includes: a fuel cell 101, a high voltage voltage transformer 102, a power distribution unit 103, a high voltage PTC 104 (Positive Temperature Coefficient, positive temperature coefficient), a low voltage voltage transformer 105, a low voltage transformer Voltage electrical equipment 106 , high voltage power battery 107 , drive motor 108 , air conditioner compressor 109 , front drive wheels 111 , front tires 112 , rear driven wheels 114 , and rear tires 115 . The fuel cell 101 is used as a power source, and is connected to the high-voltage voltage transformer 102; the high-voltage voltage transformer 102 is connected to the power distribution unit 103 for power distribution; the power distribution unit 103 is connected to the high-voltage PTC 104, the drive motor 108, the air conditioner The compressor 109 , the high-voltage power battery 107 and the low-voltage voltage transformer 105 are connected, and the low-voltage voltage transformer 105 steps down and transforms the electric energy distributed by the power distribution unit 103 to supply the low-voltage electrical equipment 106 . The high-voltage power battery 107 is used to store the electric energy of the fuel cell 101, and the air conditioner compressor 109 is used to dissipate heat to the vehicle, for example, to dissipate heat from the fuel cell 101 and the drive motor 108, or to cool the interior of the vehicle, and the air conditioner compressor 109 can be provided In the engine compartment, the driving motor 108 can be connected to the front driving wheel 111 in a transmission for outputting power; Of course, in some implementations, it can be four-wheel drive, and at this time, the drive motor 108 is drivingly connected to the front driving wheel 111 and the rear driving wheel; in addition, it can also be a plurality of driving motors 108, the front driving wheel 111 and the rear driven wheel. 114 can be connected to the drive motor 108 for driving. The fuel cell vehicle cooling system, the fuel cell vehicle cooling module assembly and the fuel cell vehicle cooling control method applied to the fuel cell hybrid vehicle 100 will be explained in detail below by way of embodiments. The vehicle is referred to in the text.

first embodiment

Referring to FIG. 2 , FIG. 2 shows a schematic structural diagram of a fuel cell vehicle cooling system 200 provided by the first embodiment of the present invention. The fuel cell vehicle cooling system 200 includes: a water pump 201 , a motor branch 210 , a condenser branch 220 , a battery branch 230 , a heat dissipation pipeline 30 and a cooling circuit 209 .

Specifically, the flow output end of the water pump 201 is respectively connected to the first end of the motor branch circuit 210, the first end of the condenser branch circuit 220 and the first end of the battery branch circuit 230; the first end of the heat dissipation pipeline 30 is respectively connected to The second end of the motor branch 210, the second end of the condenser branch 220 and the second end of the battery branch 230 are connected; the second end of the heat dissipation pipeline 30 is connected to the first end of the cooling circuit 209, and the cooling circuit 209 The second end is connected to the water pump 201 to form a circulation loop; the motor branch 210 includes a motor water jacket 212 for cooling the drive motor, the condenser branch 220 includes a condenser water jacket 222 for cooling the condenser, and the battery branch The circuit 230 includes a battery water jacket 232 used to dissipate heat from the fuel cell, and the heat dissipation pipeline 30 is used to dissipate heat from the antifreeze in the circulation loop. In this way, in this implementation, by using a single water pump 201, the drive motor, the condenser and the fuel cell can be independently controlled and dissipated, and multiple heat dissipation systems are highly integrated, and the structure is simple and the cost is low, which can greatly save the engine. cabin space.

The water pump 201 is used to provide circulating power for the antifreeze in the circulating circuit.

The main pipeline 202 is connected to the outlet of the water pump 201 , and the main pipeline 202 can divide the pipeline channel into three through the header, which are the motor branch 210 , the condenser branch 220 and the battery branch 230 .

In the motor branch 210, the inlet side of the motor water jacket 212 is provided with a first flow regulating valve 211. The first flow regulating valve 211 can be used to adjust the antifreeze flow in the motor branch 210 to achieve precise heat dissipation to the motor. A first temperature sensor 213 is provided on the outlet side of the motor water jacket 212 in the motor branch circuit 210. The first temperature sensor 213 can measure the temperature of the antifreeze liquid flowing out of the motor branch circuit 210 after passing through the motor water jacket 212, and detect the temperature of the motor branch circuit 210. Whether the circuit 210 is driving the motor to effectively dissipate heat; if the temperature detected by the first temperature sensor 213 is too high, the opening of the first flow regulating valve 211 can be appropriately increased to increase the flow in the motor branch 210 and enhance the heat dissipation effect; If the temperature detected by a temperature sensor 213 is low, the opening degree of the first flow regulating valve 211 can be appropriately adjusted to save energy.

In the condenser branch 220, the inlet side of the condenser water jacket 222 is provided with a second flow regulating valve 222, and the second flow regulating valve 222 is used to adjust the flow rate of antifreeze entering the condenser branch 220; the condenser branch 220 A second temperature sensor 223 is provided on the outlet side of the condenser water jacket 222 in heat dissipation. If the temperature detected by the second temperature sensor 223 is too high, the opening of the second flow valve can be appropriately increased to increase the flow rate in the condenser branch 220 and enhance the heat dissipation effect; if the temperature detected by the second temperature sensor 223 is low Then, the opening degree of the second flow regulating valve 222 can be appropriately adjusted to save energy.

In the battery branch circuit 230, a third flow regulating valve 232 is provided on the inlet side of the battery water jacket 232. The third flow regulating valve 232 is used to adjust the flow rate of antifreeze entering the battery branch circuit 230; the battery water in the battery branch circuit 230 A third temperature sensor 233 is disposed on the outlet side of the sleeve 232, and the third temperature sensor 233 is used to detect the temperature of the antifreeze liquid flowing out of the battery branch 230 to determine whether the battery branch 230 effectively dissipates heat for the fuel cell. If the temperature detected by the third temperature sensor 233 is too high, the opening of the third flow valve can be appropriately increased to increase the flow rate in the battery branch circuit 230 and enhance the heat dissipation effect; if the temperature detected by the third temperature sensor 233 is low, the The opening degree of the third flow regulating valve 232 can be appropriately adjusted to save energy.

At the outlets of the motor branch 210 , the condenser branch 220 and the battery branch 230 , the antifreeze can be merged into the main pipeline 202 through a header. At this time, since the temperature of the antifreeze liquid in the three branch circuits is generally different, the temperature of the antifreeze liquid in the main circuit 202 needs to be re-determined after being converged together. Specifically, the main pipe temperature sensor 204 is provided on the main pipe 202 connected to the first end of the heat dissipation pipe 30 to detect the temperature of the antifreeze liquid after the motor branch 210 , the condenser branch 220 and the battery branch 230 converge. . In this way, accurate control of the heat dissipation pipeline 30 is ensured.

Further, the system of this embodiment further includes a thermostat 206 and a bypass pipeline 207 . The thermostat 206 is arranged on the main pipe 202 connected to the first end of the heat dissipation pipe 30, and the thermostat 206 is located between the main pipe temperature sensor 204 and the first end of the heat dissipation pipe 30; The first end is connected to the thermostat 206 , and the second end of the bypass line 207 is connected to the cooling circuit 209 . In some cases, the heat dissipation pipeline 30 may not be required for heat dissipation or only a small amount of heat dissipation may be required. At this time, the antifreeze liquid in the main pipeline 202 can be connected to the bypass pipeline 207 and the thermostat 206 In the cooling circuit 209, it is ensured that the antifreeze in the entire cooling system operates normally, so that the flow in the motor branch 210, the condenser branch 220, the battery branch 230 and the heat dissipation pipeline 30 can be independently and flexibly controlled.

The heat dissipation pipeline 30 is used to dissipate the antifreeze liquid, so that the antifreeze liquid can be recycled.

During specific implementation, the heat dissipation pipeline 30 may be a plurality of heat dissipation pipelines 30 , for example, one, two, three, four, etc. may be provided. In this embodiment, according to the space characteristics of the engine compartment, three heat dissipation pipes 30 are provided, including: a left heat dissipation pipe 310 , a right heat dissipation pipe 320 and a middle heat dissipation pipe 330 respectively. A cooling fan 340 is provided on the left heat dissipation pipe 310 , the right heat dissipation pipe 320 and the middle heat dissipation pipe 330 , and the heat dissipation fan 340 is used for air cooling and heat dissipation of the heat dissipation pipe 30 .

The first end of the left heat dissipation pipe 310 is provided with a fourth flow regulating valve 311 , and the second end of the left heat dissipation pipe 310 is provided with a fourth temperature sensor 313 . The fourth flow control valve 311 adjusts the flow rate of the left heat dissipation pipeline 310, and the opening degree of the fourth flow control valve 311 can be increased when the ambient temperature is high or the heat dissipation demand is large. The fourth temperature sensor 313 can measure the temperature of the antifreeze at the outlet of the left heat dissipation pipe 310. If the temperature of the antifreeze is too high, the fan speed on the left heat dissipation pipe 310 can be increased to enhance the heat dissipation effect.

The first end of the right heat dissipation pipe 320 is provided with a fifth flow regulating valve 321 , and the second end of the right heat dissipation pipe 320 is provided with a fifth temperature sensor 323 . The fifth flow control valve 321 adjusts the flow rate of the right heat dissipation pipeline 320 , and the opening degree of the fifth flow control valve 321 can be increased when the ambient temperature is high or the heat dissipation demand is large. The fifth temperature sensor 323 can measure the temperature of the antifreeze at the outlet of the right heat dissipation pipe 320. If the temperature of the antifreeze is too high, the rotation speed of the fan on the right heat dissipation pipe 320 can be increased to enhance the heat dissipation effect.

The first end of the intermediate heat dissipation pipe 330 is provided with a sixth flow regulating valve 331 , and the second end of the intermediate heat dissipation pipe 330 is provided with a sixth temperature sensor 333 . The sixth flow regulating valve 331 adjusts the flow rate of the intermediate heat dissipation pipeline 330, and the opening degree of the sixth flow regulating valve 331 can be increased when the ambient temperature is high or the heat dissipation demand is large. The sixth temperature sensor 333 can measure the temperature of the antifreeze liquid at the outlet of the intermediate heat dissipation pipe 330 , and if the temperature of the antifreeze liquid is too high, the rotation speed of the fan on the intermediate heat dissipation pipe 330 can be increased to enhance the heat dissipation effect.

When the antifreeze liquid flowing through the heat dissipation pipe 30 is dissipated through the heat dissipation pipe 30 , it will join with the antifreeze liquid in the bypass branch and enter the cooling circuit 209 . At this time, since the temperature of the antifreeze in each heat dissipation pipeline 30 is different, the final heat dissipation effect of the heat dissipation pipeline 30 cannot be accurately determined. Whether the antifreeze is effectively cooled, so that the cooling system cannot achieve the cooling effect. Therefore, a circuit temperature sensor 208 may be provided on the cooling circuit 209 for detecting the temperature of the antifreeze in the cooling circuit 209 . When the temperature in the cooling circuit 209 is high, the thermostat 206 can be adjusted to increase the flow rate in the heat dissipation pipeline 30, so as to dissipate the antifreeze with a larger flow rate and enhance the heat dissipation effect.

Further, the fuel cell vehicle cooling system 200 in this embodiment further includes: an expansion kettle 205, the first end of the expansion kettle 205 is connected to the second end of the motor branch 210/condenser branch 220/battery branch 230, That is, it is connected to the main pipe 202 after the outlets of the motor branch 210 , the condenser branch 220 and the battery branch 230 are converged by the header. The second end of the expansion kettle 205 is connected to the second end of the cooling circuit 209 . This connection ensures that both ends of the expansion kettle 205 can be located between the motor branch 210/condenser branch 220/battery branch 230 and the heat dissipation pipeline 30, with greater flow redundancy, so that each flow regulating valve and The thermostat 206 can be flexibly adjusted. This ensures that the integrated system can be controlled and dissipated more safely and effectively.

When it needs to be explained, the header and the flow regulating valve in this embodiment may be an integral first current collecting device, and the flow regulating valve in the first current collecting device may be composed of components such as a spring and a motor. Therefore, the header and the three flow regulating valves between the water pump 201 and the motor branch 210/condenser branch 220/battery branch 230 can be an integral first collector; The header between 209 and the flow regulating valve can also be an integral first header. Similarly, the header and the temperature sensor in this embodiment can be an integral second current header; the header between the main circuit temperature sensor 204 and the motor branch 210/condenser branch 220/battery branch 230 The three temperature sensors can be an integral second current collecting device; the header and the temperature sensor between the heat dissipation pipe 30 and the thermostat 206 can also be an integral second current collecting device.

An example is given to illustrate the application principle of the fuel cell vehicle cooling system 200 in this embodiment. as follows:

1. When the ambient temperature is TEMP_LOW≤0℃.

The vehicle is cold-started, the vehicle is idling, the water pump 201 starts to run, the drive motor 212 and the condenser 222 are in a shutdown state, the fuel cell 232 is working, the first flow control valve 211 and the second flow control valve 221 are both closed, and the third flow rate The opening degree of the regulating valve 231 is determined according to the ambient temperature TAMBI, the temperature of the water outlet of the battery water jacket 232 obtained by the third temperature sensor 233, and the parameters of the temperature sensor inside the fuel cell.

The antifreeze flowing out of the battery water jacket 232 flows through the main circuit temperature sensor 204 and the thermostat 206. Since the current ambient temperature is low, all the heat dissipation pipes 30 are in a shutdown state at this time, and the thermostat 206 rotates to the bypass pipe. When the circuit 207 is fully open, the antifreeze is returned to the water pump 201 through the bypass line 207 through the circuit temperature sensor 208 for recycling.

2. When the ambient temperature is high temperature TEMP_HIGH, TEMP_HIGH ≥ 30℃; when the temperature between low temperature and high temperature TEMP_AVERAGE, 0℃＜TEMP_AVERAGE＜30℃.

When the vehicle runs at one of low speed, acceleration, high speed, deceleration and idle speed, the water pump 201 starts to run, the drive motor, the condenser and the fuel cell are all in operation, and the antifreeze is outputted by the water pump 201 and flows through the motor branch 210, condensing The device branch 220 and the battery branch 230, the first flow regulating valve 211, the second flow regulating valve 221 and the third flow regulating valve 231 are all in an open state.

The opening of the first flow regulating valve 211 is determined according to the ambient temperature TAMBI, the temperature of the first temperature sensor 213 and the temperature of the driving motor; the opening of the second flow regulating valve 221 is determined according to the ambient temperature TAMBI, the temperature of the second temperature sensor 223 The temperature is determined by the temperature of the condenser; the opening degree of the third flow regulating valve 231 is determined according to the ambient temperature TAMBI, the temperature of the third temperature sensor 233 and the internal temperature of the fuel cell.

During the cooling process, the water pump 201 starts running, and the antifreeze liquid from the water pump 201 flows out through the motor branch 210 , the condenser branch 220 and the battery branch 230 , and then flows into the main circuit 202 . The first temperature sensor 213 , the second temperature sensor 223 and the third temperature sensor 233 respectively monitor the temperature of the antifreeze liquid flowing through each branch pipeline; temperature is monitored.

The rotation angle of the thermostat 206 is determined by the opening of each flow regulating valve in the main circuit temperature sensor 204 , the circuit temperature sensor 208 , the motor branch 210 , the condenser branch 220 and the battery branch 230 . A part of the antifreeze is distributed to the heat dissipation pipeline 30 for heat exchange with the antifreeze carrying heat, and the cooled antifreeze after the heat exchange is returned to the water pump 201 for recycling; the other part is directly passed through the bypass pipeline 207, Finally, it passes through the temperature sensor 208 and returns to the water pump 201 for recycling.

Among them, the distribution rules of the antifreeze liquid entering the heat dissipation pipeline 30 from the thermostat 206 are as follows:

Under normal circumstances, that is, when the vehicle is in a normal driving condition, the sixth flow regulating valve 331 is preferentially opened, and the left heat dissipation pipeline 310 and the right heat dissipation pipeline 320 are temporarily not activated. Because the heat dissipation capacity of the middle heat dissipation pipe 330 is greater than that of the left heat dissipation pipe 310 and the right heat dissipation pipe 320, that is, under normal conditions, only the middle heat dissipation pipe 330 can satisfy the requirements of the motor water jacket 212, the condenser water jacket 222 and the The heat exchange of the total antifreeze fluid flowing out of the battery water jacket 232.

Under bad driving conditions, when the heat dissipation capacity of the intermediate heat dissipation pipeline 330 can no longer satisfy the heat dissipation of the incoming antifreeze, the fourth flow control valve 311 and the fifth flow control valve 321 simultaneously allow the motor water jacket 212 , the total antifreeze liquid flowing out from the condenser water jacket 222 and the battery water jacket 232 is distributed to the left heat dissipation pipe 310 and the right heat dissipation pipe through the fourth flow control valve 311, the fifth flow control valve 321 and the sixth flow control valve 331. The circuit 320 and the intermediate heat dissipation pipeline 330 conduct synchronous heat dissipation, so as to achieve better heat exchange with the antifreeze even in the case of large heat in complex working conditions, so as to ensure the cooling effect of the entire cooling system.

The opening of the fourth flow control valve 311 is determined by the temperature of the main line temperature sensor 204, the temperature of the fourth temperature sensor 313 and the opening of the thermostat 206; the opening of the fifth flow control valve 321 is determined by the main line The temperature of the temperature sensor 204 , the temperature of the fifth temperature sensor 323 and the opening degree of the thermostat 206 are jointly determined. The opening degree of the sixth flow regulating valve 331 is jointly determined by the temperature of the main line temperature sensor 204 , the temperature of the sixth temperature sensor 333 and the opening degree of the thermostat 206 .

That is to say, in the fuel cell vehicle cooling system 200 of the present embodiment, only different heat dissipation pipelines may be opened according to the current operating conditions of the vehicle and the total heat generated to provide different heat dissipation requirements. There is no need to open the left heat dissipation pipeline 310, the right heat dissipation pipeline 320 and the middle heat dissipation pipeline 330 at the same time at any time, so as to realize energy saving and emission reduction, and reduce labor consumption.

Therefore, the cooling system for a fuel cell vehicle provided in this embodiment can perform precise heat dissipation control and has a good heat dissipation effect through the above-mentioned structural composition and the mutual cooperation of various components. And the system in this embodiment uses a main circuit and a cooling circuit to form a total circulation circuit, which realizes the integration of multiple cooling systems in the vehicle. Compared with the independent cooling system, the integrated structure has fewer zeros. components, reducing costs and saving a lot of space in the engine compartment of the vehicle.

Second Embodiment

Please refer to FIG. 3 . FIG. 3 shows a schematic structural diagram of a cooling module assembly 400 for a fuel cell vehicle provided in this embodiment, and the cooling module assembly can be used for cooling the heat dissipation pipeline described in the first embodiment. to dissipate heat. The cooling module assembly includes a cooling module frame 410 , a left cooling module 420 , a right cooling module 430 and a middle cooling module 440 .

Specifically, the cooling module frame 410 is installed at the front end of the engine compartment 405 of the vehicle, the left cooling module 420 is installed at the left side of the cooling module frame 410, the right cooling module 430 is installed at the right side of the cooling module frame 410, and the middle cooling module 440 is installed at the The middle of the module frame 410 is cooled. Left and right are the left and right where the vehicle is facing. The left cooling module 420 includes a left cooling fan 422 and a left radiator 421, the right cooling module 430 includes a right cooling fan 432 and a right radiator 431, and the middle cooling module 440 includes a middle cooling fan 442 and a middle radiator 441; the left radiator 421 is connected There is a left heat dissipation pipeline, a right heat dissipation pipeline is connected to the right radiator 431 , and an intermediate heat dissipation pipeline is connected to the middle radiator 441 . That is, the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline in the first embodiment can be used as a part of the cooling module assembly in this embodiment.

In this embodiment, each cooling fan in the cooling module assembly is located on the left, middle and right sides of the front of the engine compartment 405 respectively, and its structure does not adopt the vertical stacking distribution, and independently dissipates heat for the three cooling pipes, which has more advantages. High heat dissipation efficiency.

Further, the intermediate heat dissipation module 440 is located in front of the vehicle body of the fuel cell system 402 and the front axle driving wheel, wherein the fuel cell system 402 includes a fuel cell, and the front driving wheel includes a front driving shaft 403 and a front axle 404, as shown in FIG. 3 .

Referring to FIG. 4 , the cooling module frame 410 is used as a mounting base for the left cooling module 420 , the right cooling module 430 and the middle cooling module 440 . The cooling module frame 410 can be bolted to the engine compartment 405 of the vehicle. The cooling module frame 410 may be composed of a first frame 411, a second frame 412 and a third frame 413, wherein the first frame 411 and the second frame 412 are connected on both sides of the third frame 413, the first frame 411, the second frame 412 The frame 412 and the third frame 413 form a side-by-side connection, and the connection method may be welded or bolted. In order to match the engine compartment 405, the first frame 411 and the second frame 412 and the third frame 413 may be connected at an angle less than 180° respectively. And the first frame 411 , the second frame 412 and the third frame 413 can all be square frames. Correspondingly, the left heat sink 421 of the left heat dissipation module 420 can be installed in the middle position of the first frame 411 through a plurality of fixing points 50 ; The middle radiator 441 of the middle heat dissipation module 440 can be installed in the middle position of the third frame 413 through a plurality of fixing points 50 . The first frame 411 , the second frame 412 and the third frame 413 can also be provided with fixing points 50 for installation and fixing with the vehicle, and the fixing points 50 can be bolted or mechanically snapped.

In this embodiment, the vehicle has two longitudinal beams, the left heat dissipation module 420 and the middle heat dissipation module 440 are located on both sides of the first longitudinal beam 406 of the vehicle, and the right heat dissipation module 430 and the middle heat dissipation module 440 are located at the second longitudinal beam 407 of the vehicle on both sides. In this way, the middle heat dissipation module 440 is located between the first longitudinal beam 406 and the second longitudinal beam 407, and the middle heat dissipation module 440 is separated from the left heat dissipation module 420 and the right heat dissipation module 430, ensuring that the three heat dissipation modules generate independent air ducts. Improve heat dissipation efficiency.

Further, the left heat dissipation module 420, the right heat dissipation module 430 and the middle heat dissipation module 440 all operate independently, so that the three heat dissipation modules can be independently controlled. In this embodiment, since the area of the middle heat dissipation module 440 can be set larger, the heat dissipation capacity of the middle heat dissipation module 440 is designed to be larger than that of the left heat dissipation module 420 and the right heat dissipation module 430; and the right heat dissipation module 430 is activated before activation, so as to realize hierarchical control to save energy consumption. When the middle heat dissipation module 440 is turned on, if the heat dissipation requirement can be met, the left heat dissipation module 420 and the right heat dissipation module 430 may not be turned on. Since the left heat dissipation module 420 , the right heat dissipation module 430 and the middle heat dissipation module 440 are all composed of a heat sink and a heat dissipation fan, when adjusting the heat dissipation capacity, the rotation speed of the heat dissipation fan can be adjusted to meet different heat dissipation requirements.

The cooling module assembly in this embodiment further includes a main pipe, the flow inlet ends of the left heat dissipation pipe, the right heat dissipation pipe and the middle heat dissipation pipe are all connected to the main pipe, and the main pipe temperature sensor is arranged on the main pipe. The temperature value measured by the main circuit temperature sensor is used to adjust the opening of the flow control valves of the left heat dissipation pipe, the right heat dissipation pipe and the middle heat dissipation pipe. For example, when the temperature value measured by the temperature sensor of the main pipeline is relatively high, the opening degree of the flow regulating valve of the intermediate heat dissipation pipeline can be increased.

Further, flow regulating valves are provided on one side of the flow inlet of the intermediate heat dissipation pipeline, and temperature sensors are provided on each side of the flow outlet. The temperature value measured by the temperature sensor of the main pipeline and the temperature value measured by the temperature sensor of the intermediate heat dissipation pipeline are used to jointly adjust the opening degree of the flow regulating valve of the intermediate heat dissipation pipeline. For example, after adjusting the opening of the flow control valve of the intermediate heat dissipation pipe according to the main pipe temperature sensor, if the temperature value detected by the temperature sensor on the intermediate heat dissipation pipe is still high, the flow control valve of the intermediate heat dissipation pipe can be adjusted. The opening is further increased and adjusted.

Similarly, a flow regulating valve is provided on the flow inlet side of the left cooling pipe, and a temperature sensor is provided on the flow outlet side of the left cooling pipe; the temperature value measured by the temperature sensor of the main pipe is the same as that measured by the temperature sensor of the left cooling pipe. The temperature value is used to jointly adjust the opening degree of the flow control valve of the heat dissipation pipeline when the opening degree of the flow control valve of the intermediate heat dissipation pipeline is the largest. A flow regulating valve is also provided on the flow inlet side of the right cooling pipe, and a temperature sensor is also provided on the flow outlet side of the right cooling pipe; the temperature value measured by the temperature sensor of the main pipe is the same as that measured by the temperature sensor of the right cooling pipe. The temperature value is used to jointly adjust the opening of the flow control valve of the right heat dissipation pipe when the opening degree of the flow control valve of the middle heat dissipation pipe is the largest.

This ensures that the middle heat dissipation module 440 is preferentially used for heat dissipation, and then the left heat dissipation module 420 and the right heat dissipation module 430 are used for auxiliary heat dissipation when the intermediate heat dissipation pipeline cannot meet the heat dissipation requirement.

It should be noted that the methods for controlling the flow control valve listed in this embodiment are only exemplary descriptions, and those skilled in the art can quantitatively control the flow control valve according to the structure and function features in this embodiment. .

This embodiment provides a cooling module assembly for a fuel cell vehicle, wherein the cooling module frame is installed at the front end of the engine compartment of the vehicle, the left heat dissipation module is installed on the left side of the cooling module frame, and the right heat dissipation module is installed on the cooling module frame. On the right, the middle cooling module is installed in the middle of the cooling module frame. Left and right are the left and right where the vehicle is facing. In this way, the three heat dissipation modules are distributed side by side, which avoids the front and rear stacking distribution in the front and rear directions of the vehicle. Further, the left cooling module includes a left cooling fan and a left radiator, the right cooling module includes a right cooling fan and a right radiator, and the middle cooling module includes a middle cooling fan and a middle radiator; The radiator is connected with a right heat dissipation pipeline, and the middle radiators are connected with an intermediate heat dissipation pipeline. Each of the three cooling modules has a fan and radiator structure, which can realize independent control and heat dissipation. Combined with the integrated fuel cell vehicle cooling system, it can realize control under different heat dissipation requirements. Therefore, in the cooling module assembly in this embodiment, each cooling fan is located on the left, middle and right sides of the front of the engine compartment respectively, and its structure does not adopt the vertical stacking distribution, and independently dissipates heat for the three cooling pipes, with Higher cooling efficiency.

Third Embodiment

A fuel cell vehicle cooling system provided in this embodiment includes the cooling module assembly described in any one of the second embodiments.

Specifically, the fuel cell vehicle cooling system further includes: a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling circuit; the heat dissipation pipeline includes a left heat dissipation pipeline, a right heat dissipation pipeline and an intermediate heat dissipation circuit pipeline; the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the first end of the motor branch The two ends, the second end of the condenser branch and the second end of the battery branch are connected; the second end of the heat dissipation pipeline is connected to the first end of the cooling circuit, and the second end of the cooling circuit is connected to the water pump to form a circulation loop; The motor branch contains the motor water jacket for cooling the drive motor, the condenser branch contains the condenser water jacket for cooling the condenser, the battery branch contains the battery water jacket for cooling the fuel cell, and the heat pipe The circuit is used to dissipate heat from the antifreeze in the circulating circuit.

The structures of the water pump, the motor branch, the condenser branch, the battery branch, the heat dissipation pipeline, and the cooling circuit in this implementation, the specific implementation methods, the cooperation relationship between them, and the beneficial effects produced can be found in the specific reference. The descriptions in the first and second embodiments will not be repeated in this embodiment.

Fourth Embodiment

Please refer to FIG. 5 . FIG. 5 shows a method flow chart of a cooling control method for a fuel cell vehicle provided in this embodiment. Take control.

Specifically, the method includes:

Step S10: Acquire vehicle driving condition data, motor driving condition data, battery driving condition data, and air-conditioning driving condition data of the vehicle.

In step S10 , the data of the entire vehicle driving conditions of the vehicle represent relevant data during the driving process of the vehicle. Specifically, the vehicle driving condition data may include: vehicle speed, vehicle acceleration, vehicle slope angle, vehicle mass, driving environment state, driving state, etc.; the environment state includes low temperature environment state, medium temperature environment state, and high temperature environment state The environmental state, the driving state may include cold start, low speed driving, high speed driving, acceleration driving, deceleration driving, and vehicle idling, etc. The motor driving condition data includes: motor speed and motor torque, etc. The battery driving condition data includes: battery voltage, battery current, and battery efficiency. The data of air-conditioning driving conditions include: compressor power, compressor speed, refrigerant density, and refrigerant enthalpy.

Step S20: Obtain a first mass flow according to the vehicle driving condition data and/or the motor driving condition data; wherein, the first mass flow is the amount of antifreeze flowing into the motor branch of the vehicle cooling system. Mass Flow.

In step S20, this embodiment provides two ways to obtain the first mass flow, specifically:

1. Obtain the first mass flow based on the vehicle driving condition data.

First, the vehicle driving force for driving the vehicle is obtained according to the acceleration of the vehicle, the gradient angle of the vehicle and the mass of the vehicle; specifically, the gravity component in the driving direction of the vehicle can be obtained from the mass of the vehicle and the gradient angle of the vehicle , the driving force of the whole vehicle can be obtained according to the product of the mass of the whole vehicle and the acceleration of the whole vehicle plus the gravity component, which is represented by F _drive in this embodiment.

Further, the driving power of the whole vehicle is obtained according to the vehicle speed and the driving force of the whole vehicle; wherein, the driving power of the whole vehicle is the power output by the wheels; that is, _Pdrive = _Fdrive *V _{vehicle speed} , where _Pdrive is the whole vehicle Driving power, V _{vehicle speed} is the vehicle speed. The power output by the motor will be output to the wheels through the reducer of the vehicle. Therefore, the motor power can be obtained according to the driving power of the vehicle and the efficiency of the reducer of the vehicle. Specifically, P _machine =P _drive /η _reducer , where, The P _machine is the motor power, and the η _reducer is the reducer efficiency.

Finally, according to the motor power and the motor efficiency of the vehicle, the motor heat dissipation power of the vehicle is obtained; specifically, P _{motor heat} =P _motor *(1-η _motor )/η _motor , where P _{motor heat} is the motor heat dissipation power, η _motor is the motor operating efficiency. Furthermore, the first mass flow rate is obtained according to the heat dissipation power of the motor, the specific heat capacity of the antifreeze liquid, the internal temperature of the motor, and the temperature of the antifreeze liquid flowing out of the motor branch. Specifically, according to the formula P _{machine heat} = m _machine * cp * (T _{machine out} - T _{machine inside} ), the first mass flow of antifreeze can be obtained; where m _machine is the first mass flow, and cp is the specific heat capacity of the antifreeze liquid , the internal temperature of the motor in the T _machine, the temperature of the antifreeze liquid _that flows out of the motor branch from the T machine.

2. Obtain the first mass flow based on the motor driving condition data.

First, according to the motor speed and motor torque, the motor power is obtained; that is, P _machine = ω _machine * T _machine , ω _machine is the motor speed, and T _machine is the motor torque. Then, according to the motor power and the motor efficiency of the vehicle, the motor heat dissipation power of the vehicle is obtained; finally, according to the motor heat dissipation power, the specific heat capacity of the antifreeze, the internal temperature of the motor, and the temperature of the antifreeze flowing out of the motor branch, the first mass flow rate is obtained . For the process of acquiring the first mass flow rate from the motor power, reference may be made to the above-mentioned process of acquiring the first mass flow rate based on the vehicle driving condition data.

Further, since the embodiments always provide two ways of obtaining the motor power, in the specific obtaining process, two ways can be used to verify each other. If the motor power error calculated by the two methods exceeds the preset threshold, a fault alarm can be issued. In order to remind the user to carry out maintenance, avoid affecting the heat dissipation of the drive motor, resulting in more serious failure of the vehicle. In addition, when determining the motor power, the average value of the motor power calculated in the two ways can be taken as the calculation of the first mass flow rate, so as to improve the accuracy.

Step S30: Obtain a second mass flow of antifreeze used for cooling the air conditioning system according to the data on the air-conditioning driving conditions; wherein the second mass flow is the antifreeze flowing into the condenser branch of the vehicle cooling system mass flow.

In step S30, the acquisition of the second mass flow may refer to the following process:

1. Obtain the volume flow in the air conditioning system.

First, according to the compressor power and compressor speed, the volume flow of the air conditioning system is obtained; then, according to the volume flow and the refrigerant density, the second mass flow is obtained. Specifically, the refrigerant density is the relationship between pressure and temperature in the compressor system ρ=F(P, T), ρ is the refrigerant density, P is the pressure, and T is the temperature; further, m _refrigerant =VOL*ρ, m The _refrigerant is the second mass flow rate, and the VOL is the volume flow rate.

2. Check the temperature at which the antifreeze flows into the air conditioning system and the temperature at which the antifreeze flows out of the air conditioning system.

Specifically, the heat exchange power of the air conditioning system is determined by the enthalpy value of the refrigerant, that is, the enthalpy value of the refrigerant is a function of temperature and pressure h=(P, T), and h is the enthalpy value of the refrigerant. The heat exchange power of the condenser is determined by the formula P _{refrigerant heat} = m _refrigerant * (h _in - h _out ), where P _refrigerant heat is the heat exchange power of the air conditioning system, h _in is the refrigerant enthalpy value of the antifreeze entering the air conditioning system, h is the refrigerant enthalpy value of the antifreeze flowing _out of the air conditioning system. Then, obtain the temperature T of the inflow of the antifreeze into the air conditioning system, and the temperature of the outflow of the antifreeze of the air conditioning system, T _{, of the refrigerant .} According to P _{refrigerant heat} =M _refrigerant *cp*(T _{refrigerant out} -T _{refrigerant in} ), determine the second mass flow M' _refrigerant of the antifreeze flowing through the air conditioning system.

Generally, whether the second mass flow M _refrigerant is the same as the second mass flow m _refrigerant , or within the allowable error range, for example, the maximum allowable error of M _refrigerant relative to m _refrigerant is 1%. If so, determine that m _refrigerant is a valid value, otherwise it will prompt an error message or an alarm message.

Step S40: Obtain a third mass flow rate of the antifreeze liquid for cooling the fuel cell according to the battery driving condition data; wherein the third mass flow rate is the amount of the antifreeze liquid flowing into the battery branch of the vehicle cooling system. Mass Flow.

In step S40, the specific implementation manner of obtaining the third mass flow is as follows:

First, according to the battery voltage and battery current, the battery power of the fuel cell is obtained; P _{fuel output} = U _{fuel output} * I _{fuel output} , P _{fuel output} is battery power, U _{fuel output} is battery voltage, and I _{fuel output} is battery current. Then, according to the battery power and the battery efficiency, the battery thermal power is obtained; specifically, P _{combustion heat} =P _{combustion output} *(1-η _combustion )/η _combustion , where P _{combustion heat} is the battery thermal power, and η _combustion is the battery efficiency . Finally, according to the thermal power of the battery, the specific heat capacity of the _antifreeze , the internal temperature of the battery, and the temperature of the _{antifreeze flowing} out of the battery branch, the third mass flow rate is obtained; _Out -T _{combustion inside )} , to obtain the third mass flow of _antifreeze , where m is the third mass flow, T is the temperature of the antifreeze flowing _out of the battery branch, and T is the internal temperature of the battery. The heat dissipation requirement of the battery branch can be precisely controlled by the third mass flow.

Step S50: control the first flow control valve according to the first mass flow, control the second flow control valve according to the second mass flow, and control the third flow control valve according to the third mass flow ; Wherein, the first flow control valve is used to control the antifreeze liquid flow of the motor branch, the second flow control valve is used to control the antifreeze flow of the condenser branch, and the third flow control A valve is used to control the antifreeze flow of the battery branch.

In step S50, there is a positive relationship between the respective openings of the first flow control valve, the second flow control valve and the third flow control valve and the size of the mass flow. The opening degrees of the regulating valve and the third flow regulating valve can respectively precisely control the mass flow of the antifreeze liquid in the motor branch, the condenser branch and the battery branch. When performing step S50, it may include: first, comparing whether the first flow regulating valve is located at the corresponding opening position according to the first mass flow; if so, no adjustment is required; otherwise, adjusting to the corresponding position; Whether the flow control valve is at the corresponding opening position, if so, no adjustment is required, otherwise, adjust to the corresponding position; according to the third mass flow ratio, check whether the third flow control valve is at the corresponding opening position, if so, no need to adjust, otherwise adjust to corresponding location.

In addition, before step S50 in this embodiment, the method further includes: acquiring the temperature values measured by the main circuit temperature sensor and the circuit temperature sensor in the fuel cell vehicle cooling system, if the measured temperature value is less than the preset cooling start The threshold value, at this time, it is not necessary to perform active heat dissipation, then the execution of step S50 may not be performed, otherwise, the execution of steps S10-S50 is started.

In this embodiment, after obtaining the first mass flow, the second mass flow and the third mass flow, the method further includes: according to the first mass flow, the second mass flow and the third mass flow, performing an operation on the water pump of the vehicle cooling system. Increase or decrease the flow; to ensure sufficient antifreeze flow in the motor branch, condenser branch and battery branch.

Further, the control step in this embodiment further includes: controlling the flow regulating valve on the heat dissipation pipeline. The specifics are as follows:

1. Obtain the temperature value of the main pipe at the front end of the heat dissipation pipe in the vehicle cooling system; wherein, the heat dissipation pipe includes the left heat dissipation pipe, the right heat dissipation pipe and the middle heat dissipation pipe.

2. Obtain the first temperature value of the rear end of the left cooling pipe, the second temperature value of the rear end of the right cooling pipe, and the third temperature value of the rear end of the middle cooling pipe.

3. According to the temperature value of the main circuit and the first temperature value, adjust the rotation speed of the cooling fan on the left cooling pipe and the opening of the flow control valve on the left cooling pipe; according to the temperature value of the main circuit and the second temperature value, adjust the Adjust the rotation speed of the cooling fan on the right cooling pipe and the opening of the flow control valve on the right cooling pipe; according to the temperature value of the main pipe and the third temperature value, the speed of the cooling fan on the intermediate cooling pipe and the Adjust the opening of the flow control valve.

The main line temperature value mainly monitors the temperature of the antifreeze after the drive motor, condenser and fuel cell to determine whether to open the heat dissipation line for active heat dissipation, or to what extent the heat dissipation line is opened. The first temperature value, the second temperature value and the third temperature value are used to measure the temperature values of the antifreeze liquid after passing through the left cooling pipe, the right cooling pipe and the middle cooling pipe respectively, so as to determine the heat dissipation of the antifreeze by the cooling pipe. Effectiveness, and can feedback and adjust the cooling fan speed on the corresponding cooling module. For example, when the temperature value of the main pipeline is greater than the cooling start threshold, the flow regulating valve on the intermediate cooling pipeline is activated; if the third temperature value monitored at this time is higher, the cooling fan speed and/or the cooling fan on the intermediate cooling pipeline can be controlled. The opening of the flow control valve is increased.

Similarly, a first activation threshold may also be set, and the first activation threshold is greater than the cooling activation threshold. When the temperature value of the main pipeline is greater than the first activation threshold, the flow regulating valves of the left heat dissipation pipeline and the right heat dissipation pipeline can be opened at the same time. Then, feedback adjustment is performed on the rotational speed of the cooling fan of the left cooling pipe and/or the opening of the flow regulating valve through the first temperature value; The opening is adjusted by feedback.

In addition, the first activation threshold and the second activation threshold may also be set at the same time, and the second activation threshold is greater than the first activation threshold. When the temperature of the main line is greater than the first start-up threshold, the flow regulating valve of the left or right heat-dissipating line can be opened; when the temperature of the main line is greater than the first start-up threshold, the left or right heat-dissipation line can be opened flow control valve that has not been opened yet.

Further, the method in this embodiment further includes the specific step of controlling the cooling fan in the cooling pipeline. as follows:

When the temperature of the main pipeline is greater than the preset temperature threshold, the cooling fan on the intermediate cooling pipeline is turned on; wherein the temperature threshold may be the same as or different from the above-mentioned cooling start threshold. Then, increase or decrease the rotational speed of the cooling fan on the intermediate heat dissipation pipeline according to the third temperature value; for example, if the third temperature value is too large, increase the rotational speed of the cooling fan, otherwise reduce the rotational speed. Adjust in proportion to the size of the third temperature value. When the rotation speed of the cooling fan on the middle cooling pipe reaches the preset maximum rotation speed value, the cooling fan on the left cooling pipe and/or the right cooling pipe is turned on. According to the first temperature value and/or the second temperature value, the rotational speed of the cooling fan on the left cooling pipe and/or the right cooling pipe is increased or decreased. The cooling fans on the left heat dissipation pipeline and the right heat dissipation pipeline can be turned on at the same time, or they can be turned on in sequence. When turned on in sequence, when the cooling fan on the left cooling pipe or the right cooling pipe reaches a preset speed threshold, the cooling fan that has not been turned on in the left cooling pipe or the right cooling pipe can be turned on.

In addition, in this embodiment, the start and stop of the left heat dissipation module, the right heat dissipation module, and the middle heat dissipation module can also be adjusted based on the driving conditions of the vehicle. Driving; the middle heat dissipation module is activated first for heat dissipation, and the left heat dissipation module and the right heat dissipation module are temporarily not activated. Because the heat dissipation capacity of the middle heat dissipation module is greater than that of the left and right heat sinks, that is, under normal circumstances, only the middle heat dissipation module can meet the total antifreeze flow from the drive motor water jacket, the condenser water jacket and the battery water jacket. heat exchange of liquids. In bad driving conditions, such as low-grade climbing, high temperature in summer, etc.; when the heat dissipation capacity of the middle heat dissipation module can no longer satisfy the heat dissipation of the antifreeze entering the main road, the left heat dissipation module and the right heat dissipation module can be activated at the same time The flow regulating valve on the upper part of the motor makes the total antifreeze flowing out from the motor water jacket, condenser water jacket and battery water jacket synchronously dissipate through the left cooling module, right cooling module and middle cooling module respectively, so as to realize even in complex work In the case of large heat, it can also conduct better heat exchange with antifreeze to ensure the cooling effect of the entire cooling system. That is to say, in this embodiment, only the middle heat dissipation module and/or the left heat dissipation module, the right heat dissipation module and the middle heat dissipation module can be turned on synchronously according to the current working condition of the vehicle and the total heat generated, without having to simultaneously turn on the heat dissipation module at any time. Turn on three cooling modules to achieve energy saving and emission reduction, and reduce labor consumption.

It should be noted that, in this embodiment, the order of execution of steps S20-S40 is not limited.

To sum up, a cooling control method for a fuel cell vehicle provided in this embodiment is obtained by acquiring vehicle driving condition data, motor driving condition data, battery driving condition data, and air-conditioning driving condition data; The first mass flow rate is obtained according to the vehicle driving condition data and/or the motor driving condition data; wherein, the first mass flow rate is the mass flow rate of the antifreeze liquid flowing into the motor branch of the vehicle cooling system; condition data to obtain the second mass flow of antifreeze used for cooling the air conditioning system; wherein, the second mass flow is the mass flow of antifreeze flowing into the condenser branch of the vehicle cooling system; according to the battery driving conditions data, to obtain the third mass flow of antifreeze used for cooling the fuel cell; wherein, the third mass flow is the mass flow of the antifreeze flowing into the battery branch of the vehicle cooling system; finally, according to the first mass flow A flow regulating valve is controlled, the second flow regulating valve is controlled according to the second mass flow, and the third flow regulating valve is controlled according to the third mass flow; The antifreeze flow of the circuit and the antifreeze flow of the battery branch are quantitatively and accurately controlled in a unified manner. And the method of this embodiment only needs to adopt one set of control logic in the cooling system on the applied vehicle, and because the fuel cell vehicle cooling system and the fuel cell vehicle cooling module assembly can be used in a comprehensive way, each flow regulating valve and The data collected by the temperature sensor can quickly and comprehensively process the total working condition information of the cooling system, and the data does not need to be transmitted between multiple control modules, resulting in higher processing efficiency and lower energy consumption.

Fifth Embodiment

Referring to FIG. 6 , based on the same inventive concept, a fifth embodiment of the present invention provides a cooling control device 300 for a fuel cell vehicle. FIG. 5 shows a schematic structural diagram of a cooling control device 300 for a fuel cell vehicle according to a second embodiment of the present invention.

The cooling control device 300 of the fuel cell vehicle includes:

The obtaining module 301 is used to obtain vehicle driving condition data, motor driving condition data, battery driving condition data and air-conditioning driving condition data of the vehicle;

The first determination module 302 is configured to obtain a first mass flow according to the vehicle driving condition data and/or the motor driving condition data; wherein, the first mass flow is the motor branch flowing into the vehicle cooling system. The mass flow of antifreeze in the road;

The second determination module 303 obtains, according to the air-conditioning driving condition data, a second mass flow of antifreeze used for cooling the air-conditioning system; wherein the second mass flow is the condenser branch flowing into the vehicle cooling system The mass flow of antifreeze;

The third determination module 304 obtains, according to the battery driving condition data, a third mass flow rate of the antifreeze liquid used for cooling the fuel cell; wherein the third mass flow rate is the flow rate of the battery branch flowing into the vehicle cooling system Mass flow of antifreeze;

The control module 305 is configured to control the first flow regulating valve according to the first mass flow, control the second flow regulating valve according to the second mass flow, and adjust the third flow according to the third mass flow The first flow control valve is used to control the antifreeze flow of the motor branch, the second flow control valve is used to control the antifreeze flow of the condenser branch, and the first flow control valve is used to control the antifreeze flow of the condenser branch. The three-flow regulating valve is used to control the antifreeze flow of the battery branch.

It should be noted that the specific implementation and technical effects of the cooling control device 300 for a fuel cell vehicle provided by the embodiments of the present invention are the same as those of the foregoing method embodiments. Reference may be made to the corresponding content in the foregoing method embodiments.

The term "and/or" that appears in this article is only an association relationship to describe the associated objects, indicating that there can be three kinds of relationships, for example, A and/or B, it can mean that A exists alone, A and B exist simultaneously, There are three cases of B alone. In addition, the character "/" herein generally indicates that the contextual object is an "or" relationship; the word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In a unit claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, and third, etc. do not denote any order. These words can be interpreted as names.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block in the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to the processor of a general purpose computer, special purpose computer, embedded processor or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device produce Means for implementing the functions specified in a flow or flow of a flowchart and/or a block or blocks of a block diagram.

These computer program instructions may also be stored in a computer readable memory capable of directing a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory result in an article of manufacture comprising instruction means, the instructions The apparatus implements the functions specified in the flow or flows of the flowcharts and/or the block or blocks of the block diagrams.

These computer program instructions can also be loaded on a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that The instructions provide steps for implementing the functions specified in the flow or blocks of the flowcharts and/or the block or blocks of the block diagrams.

Although preferred embodiments of the present invention have been described, additional changes and modifications to these embodiments may occur to those skilled in the art once the basic inventive concepts are known. Therefore, the appended claims are intended to be construed to include the preferred embodiment and all changes and modifications that fall within the scope of the present invention.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention. Thus, provided that these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims (7)

1. A fuel cell vehicle cooling system, characterized by comprising: the cooling system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop;

the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket for radiating a driving motor, the condenser branch comprises a condenser water jacket for radiating a condenser, the battery branch comprises a battery water jacket for radiating a fuel battery, and the radiating pipeline is used for radiating anti-freezing solution in the circulating loop;

a main pipeline temperature sensor is arranged on a main pipeline connected with the first end of the heat dissipation pipeline and used for detecting the temperature of the antifreeze liquid converged by the motor branch, the condenser branch and the battery branch; the number of the heat dissipation pipelines is multiple;

the heat dissipation pipeline includes: the heat dissipation device comprises a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline; a fourth flow regulating valve is arranged at the first end of the left heat dissipation pipeline, and a fourth temperature sensor is arranged at the second end of the left heat dissipation pipeline; a fifth flow regulating valve is arranged at the first end of the right heat dissipation pipeline, and a fifth temperature sensor is arranged at the second end of the right heat dissipation pipeline; a sixth flow regulating valve is arranged at the first end of the middle heat dissipation pipeline, and a sixth temperature sensor is arranged at the second end of the middle heat dissipation pipeline; the left radiating pipeline, the right radiating pipeline and the middle radiating pipeline are all provided with radiating fans, and the radiating fans are used for carrying out air cooling radiation on the radiating pipelines; the heat dissipation capacities corresponding to the heat dissipation fans of the middle heat dissipation pipeline and the middle heat dissipation pipeline are greater than the heat dissipation capacities corresponding to the left heat dissipation pipeline and the right heat dissipation pipeline respectively; the heat dissipation fan of the middle heat dissipation pipeline is arranged between two longitudinal beams of the vehicle;

the middle heat dissipation pipeline is started prior to the left heat dissipation pipeline and the right heat dissipation pipeline; and when the heat dissipation capacity of the middle heat dissipation pipeline cannot meet the heat dissipation requirement, starting the left heat dissipation pipeline and/or the right heat dissipation pipeline.

2. The system of claim 1, wherein an inlet side of a motor water jacket in the motor branch is provided with a first flow regulating valve, and an outlet side of the motor water jacket in the motor branch is provided with a first temperature sensor; the first flow regulating valve is used for regulating the flow of the antifreeze liquid entering the motor branch, and the first temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the motor branch.

3. The system of claim 1, wherein an inlet side of a condenser water jacket in the condenser branch is provided with a second flow regulating valve, and an outlet side of the condenser water jacket in the condenser branch is provided with a second temperature sensor; the second flow regulating valve is used for regulating the flow of the antifreeze liquid entering the condenser branch, and the second temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the condenser branch.

4. The system of claim 1, wherein an inlet side of the battery water jacket in the battery branch is provided with a third flow regulating valve, and an outlet side of the battery water jacket in the battery branch is provided with a third temperature sensor; the third flow regulating valve is used for regulating the flow of the antifreeze entering the battery branch, and the third temperature sensor is used for detecting the temperature of the antifreeze flowing out of the battery branch.

5. The system of claim 1, further comprising a thermostat and a bypass line; the thermostat is arranged on a main pipeline connected with the first end of the heat dissipation pipeline, and is positioned between the main pipeline temperature sensor and the first end of the heat dissipation pipeline; the first end of the bypass pipeline is connected with the thermostat, and the second end of the bypass pipeline is connected with the cooling loop.

6. The system of claim 1, wherein a circuit temperature sensor is provided on the cooling circuit for detecting the temperature of the anti-icing liquid in the cooling circuit.

7. The system according to any one of claims 1 to 6, further comprising an expansion tank, wherein a first end of the expansion tank is connected to a second end of the motor branch/condenser branch/battery branch, and a second end of the expansion tank is connected to a second end of the cooling circuit.

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