CN112373353A - Collaborative management system suitable for fuel cell automobile thermal system - Google Patents
Collaborative management system suitable for fuel cell automobile thermal system Download PDFInfo
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- CN112373353A CN112373353A CN202011164056.2A CN202011164056A CN112373353A CN 112373353 A CN112373353 A CN 112373353A CN 202011164056 A CN202011164056 A CN 202011164056A CN 112373353 A CN112373353 A CN 112373353A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The invention discloses a collaborative management system suitable for a fuel cell automobile thermal system, which comprises a thermochemical heat storage module, an adsorption type refrigeration module, a fuel cell heat dissipation loop, a power cell heat dissipation loop and a motor electric and air compressor heat dissipation loop, wherein the heat dissipation loops are independent from each other and are integrated in the thermochemical heat storage module and the adsorption type refrigeration module. The system carries out the management in coordination to each module, not only can high-efficient storage each part generate heat when satisfying each part heat dissipation demand, but also can utilize the waste heat to supply heat or adopt absorption formula refrigeration technology to supply with air conditioning for passenger compartment. Meanwhile, the heat storage module adopts a chemical heat storage technology, heat energy can be stored for a long time without almost heat loss, and the stored heat can be used for heating a passenger compartment when a vehicle is started and heating a fuel cell and a power cell in a low-temperature environment in a cold start mode. The invention can obviously improve the working performance and reliability of the fuel cell automobile core component and prolong the service life of the fuel cell automobile core component.
Description
Technical Field
The invention belongs to the technical field of fuel cell automobiles, relates to a cooperative management system suitable for a thermal system of a fuel cell automobile, and particularly relates to a cooperative management system with a heat storage function for the thermal system of the fuel cell automobile.
Background
The continuously-growing energy demand of society is in increasingly severe contradiction with the shortage of fossil fuels and serious environmental pollution, the world is in the energy revolution of 'clean, low-carbon, safe and efficient', and the great trend of energy conservation and emission reduction prompts the sustainable development of hydrogen energy economy. Fuel cells are considered to be the most promising new energy power system, and the development technology thereof is continuously upgraded to become one of the competitive focuses of major automobile manufacturers in the world. The fuel cell automobile as an ideal traditional automobile alternative has inherent advantages of cleanness, no pollution, silence, no noise, stable power output, convenient fuel supplement and the like, but still has the problems of overhigh cost, immature hydrogen storage technology, incomplete auxiliary facility construction, low thermal system management efficiency and the like.
At present, the quantity production of some fuel cell commercial vehicle models is realized and the vehicles enter the operation stage firstly in China, but the fuel cell technology of the passenger vehicle still has a certain gap with the international advanced level. The fuel cell has large heat load, about half of energy is dissipated in a heat mode during working, but the heat dissipation path is single, the temperature difference is small, and the development of the fuel cell to the direction of higher power density, more energy conservation and high efficiency is restricted by the problem of heat management. The fuel cell adopts a proper heat management technology to guarantee the working safety and the service life of the fuel cell, and simultaneously develops a proper waste heat utilization technology, which has great significance for the high efficiency and the energy saving of the fuel cell automobile. The fuel cell automobile thermal system mainly comprises a power battery, a motor, a fuel cell and four core heat-generating components of an air compressor of the fuel cell, and five main thermal management systems of the fuel cell, the power battery, the motor, the air compressor and a passenger cabin.
The method has great significance for improving the performance and efficiently saving energy of the fuel cell automobile by analyzing the demand of the fuel cell automobile thermal system and developing a proper thermal management technology, and the efficient cooperative management of the overall thermal system of the fuel cell automobile is an important research subject of the fuel cell automobile.
Currently, the research on the thermal management technology of the fuel cell mainly includes improving the heat dissipation efficiency of the fuel cell stack by improving a flow channel structure, a radiator structure and a heat dissipation loop arrangement; the cold start under the low-temperature environment is realized by applying PTC heating or fuel cell self-heating technology; waste heat generated when the fuel cell works is recycled by applying waste heat utilization technologies such as a heat pump and the like. However, the prior art still has the following defects:
1. the thermal system of the fuel cell automobile is complex, the fuel cell has large heat dissipation load but small heat dissipation temperature difference, the power cell has lower working temperature and high temperature control precision requirement, the motor has high working temperature of electricity and the air compressor, and the thermal management problem of the fuel cell and the power cell is more prominent.
2. Most of the prior art are relatively local in the effect of carrying out high-efficient heat management to fuel cell alone, need carry out synergistic high-efficient management to the whole thermal system of fuel cell car.
3. When the fuel cell vehicle is operated in a low temperature environment, the cold start problem of the fuel cell and the power battery is faced. If the PTC heater is adopted to consume the electric energy of the battery to heat the cooling water loops of the fuel battery and the power battery during cold start, the overall energy consumption of the system is increased, and the service life of the power battery is damaged.
4. Most of the prior art only recovers and utilizes the waste heat generated by the fuel cell, and neglects the efficient utilization of the waste heat of main heat generating components such as the power cell, the motor electrical system and the air compressor.
5. Besides directly utilizing waste heat to heat the passenger compartment in the prior art, the heat pump technology can be applied to simultaneously realize heating and refrigeration of the passenger compartment, the pipeline structure is simplified, and the energy consumption of the passenger compartment air conditioning system can be greatly reduced.
Under the great background of the rise of fuel cell automobiles, based on the working requirements and the thermal management research frontier of a fuel cell automobile thermal system, the invention develops a fuel cell automobile thermal system cooperative management system with a heat storage function, which directly utilizes waste heat to supply heat for a passenger compartment or adopts an adsorption type refrigeration technology to supply cold air while meeting the heat dissipation requirements of main heat-generating components of the fuel cell automobiles through cooperative management, and adopts a chemical heat storage technology to store heat energy for heating the passenger compartment when the automobile is started and cold start heating of the fuel cell and a power cell in a low-temperature environment. The invention can obviously improve the working performance, reliability and service life of the core components of the fuel cell automobile while realizing reliable heat dissipation and efficient utilization of waste heat, and has important significance for promoting the development of high efficiency, safety and energy conservation of the fuel cell automobile.
Disclosure of Invention
Aiming at the defects in the prior art, the technical problem to be solved by the invention is to design a cooperative management system suitable for a thermal system of a fuel cell automobile, which can cooperatively manage each large thermal system of the fuel cell automobile, can efficiently radiate heat, accurately control temperature, effectively utilize waste heat to supply energy for an air conditioning system of a passenger compartment, and simultaneously store heat production for a long time and efficiently, so as to solve the cold start problem of a fuel cell and a power cell, improve the working performance, reliability and service life of core components of the fuel cell automobile, and aim to promote the efficient, safe and energy-saving development of the fuel cell automobile.
The technical scheme provided by the invention is as follows:
the invention discloses a cooperative management system suitable for a fuel cell automobile thermal system, which comprises: the system comprises a fuel cell heat dissipation loop, a power cell heat dissipation loop, a motor electric and air compressor heat dissipation loop, a thermochemical heat storage module and an adsorption refrigeration module;
the fuel cell heat dissipation loop comprises a fuel cell stack body, a first proportional control valve, a fuel cell radiator and a fuel cell cooling water circulating pump; a cooling water outlet end of the fuel cell stack body is connected with a first port of a second three-way electromagnetic valve, and a second port of the second three-way electromagnetic valve penetrates through the thermochemical heat storage module generator through a pipeline and then is connected with a first port of a first three-way electromagnetic valve; the second port of the first three-way electromagnetic valve and the third port of the second three-way electromagnetic valve are converged and then connected to the inlet of the first proportional control valve; the third port of the first three-way electromagnetic valve is connected with the inlet end of a cooling water circulating pump of the fuel cell, and the outlet of the cooling water circulating pump is connected with the cooling water inlet end of the fuel cell stack body;
the first proportional control valve is provided with two outlets, and a first outlet of the first proportional control valve is connected to the inlet end of the cooling water circulating pump after passing through the fuel cell radiator; a second outlet of the first proportional control valve is connected to an inlet end of the cooling water circulating pump after exchanging heat with the waste heat utilization heat exchanger through a pipeline;
the power battery heat dissipation loop comprises a power battery, a power battery radiator, a second proportional control valve and a power battery cooling water circulating pump; a cooling water outlet end of the power battery is connected with a first port of a third three-way electromagnetic valve, and a second port of the third three-way electromagnetic valve is subjected to heat exchange by the thermochemical heat storage module generator, then is subjected to confluence with a third port of the third three-way electromagnetic valve and then is connected to a first port of a fourth three-way electromagnetic valve; a second port of the fourth three-way electromagnetic valve is connected with an inlet of a power battery cooling water circulating pump, and an outlet of the power battery cooling water circulating pump is connected with a cooling water inlet end of the power battery;
a third port of the fourth three-way electromagnetic valve is connected with an inlet of a second proportional control valve, the second proportional control valve is provided with two outlets, a first outlet of the second proportional control valve is connected to an inlet of a power battery cooling water circulating pump after passing through a power battery radiator, and a second outlet of the second proportional control valve is connected to an inlet of the power battery cooling water circulating pump after exchanging heat with a waste heat utilization heat exchanger through a pipeline;
the heat dissipation loop comprises a motor electrical branch and an air compressor branch which are connected in parallel, an outlet of the parallel branch is connected to a first port of a fifth three-way electromagnetic valve, a second port of the fifth three-way electromagnetic valve flows through a thermochemical heat storage module generator through a pipeline and then merges with a third port of the fifth three-way electromagnetic valve and is connected to an inlet of a third proportional control valve, the third proportional control valve is provided with two outlets, a first outlet of the third proportional control valve is connected to an inlet of the parallel branch after passing through a motor electrical and air compressor radiator, and a second outlet of the third proportional control valve is connected to an inlet of the parallel branch after exchanging heat with a waste heat.
In a preferred embodiment, the adsorption refrigeration module comprises a waste heat utilization heat exchanger, a passenger compartment warm air blower and an adsorption refrigeration cycle; the passenger cabin warm air blower is connected with the waste heat utilization heat exchanger through an air pipe and can blow air to bring out heat in the waste heat utilization heat exchanger and send the heat into the passenger cabin; the adsorption refrigeration cycle and the waste heat utilization heat exchanger exchange heat to obtain waste heat heating cycle working medium, and the cycle working medium is throttled and evaporated to generate cold energy to be sent to the passenger cabin.
Further, the adsorption refrigeration cycle includes:
the adsorption refrigeration generator is connected with the waste heat utilization heat exchanger and is heated by the waste heat to generate refrigerant vapor, and evaporated concentrated solution is remained; the inlet of the adsorption refrigeration generator is connected with the outlet of the absorber;
the condenser is used for receiving the refrigerant vapor in the adsorption type refrigeration generator and condensing the refrigerant vapor into refrigerant water;
one end of the throttle valve is connected with the outlet of the condenser, the other end of the throttle valve is connected with the evaporator,
the evaporator is connected with the throttle valve, the evaporator is used as an evaporation place of refrigerant water to generate cold energy, a steam outlet of the evaporator is connected with the absorber,
the absorber is connected with the evaporator and receives outlet steam, the absorber is connected with the adsorption refrigeration generator and receives concentrated solution after evaporation, high-temperature concentrated solution after being heated and evaporated by waste heat in the generator exchanges heat with low-temperature dilute solution after absorbing refrigerant steam through the counter-flow heat exchanger and then is pumped into the absorber through the absorber pump to absorb the refrigerant steam generated by the evaporator, and dilute solution after absorbing the refrigerant steam is pumped into the generator through the generator pump and then is pumped into the generator through the counter-flow heat exchanger for next cycle.
In a preferred embodiment, the thermochemical heat storage module comprises a bidirectional solenoid valve, a liquid reservoir and a thermochemical heat storage module generator; the bidirectional electromagnetic valve controls the circulation of the heat-absorbing medium between the liquid reservoir and the thermochemical heat storage module generator; during the heat absorption process, the heat storage medium in the thermochemical heat storage module absorbs heat and stores energy in the thermochemical heat storage module generator and then flows into the liquid reservoir to be condensed and stored; during the heat release process, the medium in the liquid reservoir flows into the generator after being evaporated to absorb heat and output heat.
In a preferred embodiment, a pipeline between the fuel cell stack body and the second three-way electromagnetic valve is provided with: a second electromagnetic valve and a water temperature sensor at a cooling water outlet of the fuel cell stack;
the pipeline between fuel cell cooling water circulating pump and the fuel cell stack body on be equipped with in order: the device comprises a fuel cell cooling water flow sensor, a deionizer, a conductivity sensor, a fuel cell stack cooling water inlet water temperature sensor and a first electromagnetic valve;
a liquid supplementing water tank of a fuel cell heat dissipation loop with a liquid level sensor is also arranged on a pipeline between the fuel cell radiator and the fuel cell cooling water circulating pump.
In a preferred embodiment, a pipeline between the power battery and the third three-way electromagnetic valve is provided with a power battery cooling water outlet water temperature sensor; a pipeline between the power battery cooling water circulating pump and the power battery is provided with a power battery cooling water inlet water temperature sensor;
and a liquid supplementing water tank of a power battery heat dissipation loop with a liquid level sensor is also arranged on a pipeline between the power battery radiator and the power battery cooling water circulating pump.
In a preferred embodiment, the motor electrical branch comprises a motor electrical system, a cooling water inlet end of the motor electrical system is connected with a cooling water circulating pump of the motor electrical system, and a cooling water outlet end is provided with a motor electrical cooling water outlet water temperature sensor;
the air compressor branch comprises a fuel cell air compressor, a cooling water inlet end of the fuel cell air compressor is connected with an air compressor cooling water circulating pump, and an air compressor cooling water outlet water temperature sensor is arranged at a cooling water outlet end.
In a preferred embodiment, a motor electric and air compressor heat dissipation loop liquid supplementing water tank with a liquid level sensor is arranged on an outlet pipeline of the motor electric and air compressor heat radiator.
Compared with the prior art, the invention has the following advantages:
1. the invention designs a set of cooperative management system with better applicability from the multivariate heat management requirement of a fuel cell automobile thermal system, which comprises a fuel cell heat dissipation loop, a power cell heat dissipation loop and a heat dissipation loop for motor electricity and an air compressor, wherein the heat dissipation loops are mutually independent and are integrated in a thermochemical heat storage module and an adsorption refrigeration module. The system carries out cooperative management on all modules, can efficiently store heat produced by all the components while meeting the heat dissipation requirements of all the components, and can also directly utilize waste heat to supply heat for a passenger compartment or supply cold air by adopting an adsorption type refrigeration technology; the invention has the advantages of high-efficiency heat dissipation and accurate temperature control by performing cooperative heat management on key heat-generating components, can obviously improve the working performance, reliability and service life of the core components of the fuel cell automobile, and has important significance for promoting the development of high efficiency, safety and energy conservation of the fuel cell automobile.
2. One or more three-way valves are designed in the fuel cell heat dissipation loop, the power cell heat dissipation loop and the heat dissipation loop for the motor electric and air compressor of the thermal coordination management system, various heat management modes such as cooling heat dissipation, heat energy storage, waste heat utilization and the like can be respectively presented in each heat dissipation loop by controlling different conduction modes of the three-way valves, and cold start heating can be further realized for the fuel cell and the power cell by conducting the three-way valves. The fuel cell heat dissipation loop, the power cell heat dissipation loop and the heat dissipation loop for the motor electric and air compressor are also provided with a proportional control valve, and the proportional control valve can adjust the flow of two output ports of the proportional control valve according to needs, so that the flow of cooling water entering the cooling heat dissipation part and the waste heat utilization part can be controlled according to different requirements. The invention adopts the heat management mode to pertinently and efficiently utilize the waste heat generated by the fuel cell automobile during working. The low-grade heat energy is recycled directly or indirectly, the system pipeline structure is simple, and the energy utilization efficiency of the fuel cell automobile is greatly improved.
3. The thermochemical heat storage module adopts a chemical adsorption type heat storage technology of a heat pool, can store heat energy for a long time almost without heat loss, and the stored heat can be used for heating a passenger compartment during vehicle starting and cold starting heating of a fuel cell and a power cell in a low-temperature environment; the cold start energy consumption is saved, and the working performance and the service life of the core component are obviously improved.
4. The adsorption type refrigeration module utilizes waste heat to heat or refrigerate the passenger compartment, the waste heat is directly utilized in the heating link, and a warm air blower of the passenger compartment directly blows air to take heat out of the waste heat utilization heat exchanger; the refrigeration link adopts the adsorption refrigeration technology to supply cold air for the passenger compartment, and the energy consumption of the air conditioning system is lower. The preferred scheme of the refrigeration link of the invention integrates the condenser and the adsorption type refrigeration generator, integrates the absorber and the evaporator, simplifies the system structure and reduces the pipeline cost.
Drawings
FIG. 1 is a schematic diagram of the overall system structure and piping connections according to an embodiment of the present invention;
FIG. 2 is a schematic view showing the composition of the module frames according to the embodiment;
FIG. 3 is a schematic view showing the structure of each module according to this embodiment;
description of reference numerals:
1-fuel cell stack, 2-power battery, 3-motor electric system, 4-fuel cell air compressor;
101-fuel cell radiator, 102-power cell radiator, 103-motor electric and air compressor radiator;
201-a fuel cell cooling water circulating pump, 202-a power cell cooling water circulating pump, 203-an air compressor cooling water circulating pump and 204-a motor electrical system cooling water circulating pump;
301-a liquid supplementing water tank of a fuel cell heat dissipation loop with a liquid level sensor, 302-a liquid supplementing water tank of a power cell heat dissipation loop with a liquid level sensor, and 303-a liquid supplementing water tank of a motor electric and air compressor heat dissipation loop with a liquid level sensor;
401-fuel cell radiator outlet water temperature sensor, 402-fuel cell radiator inlet water temperature sensor, 403-fuel cell stack cooling water inlet water temperature sensor, 404-fuel cell stack cooling water outlet water temperature sensor, 405-power cell cooling water inlet water temperature sensor, 406-power cell cooling water outlet water temperature sensor, 407-air compressor cooling water outlet water temperature sensor, 408-motor electrical cooling water outlet water temperature sensor;
501-fuel cell cooling water flow sensor, 502-deionizer and conductivity sensor, 503-first solenoid valve, 504-second solenoid valve;
601-a first proportional control valve, 602-a second proportional control valve, 603-a third proportional control valve;
701-a first three-way solenoid valve, 702-a second three-way solenoid valve, 703-a third three-way solenoid valve, 704-a fourth three-way solenoid valve, 705-a fifth three-way solenoid valve;
801-thermochemical heat storage module generator, 802-thermochemical adsorption heat pool liquid reservoir and 803-two-way solenoid valve;
901-adsorption refrigeration generator, 902-adsorption refrigeration condenser, 903-adsorption refrigeration evaporator, 904-adsorption refrigeration absorber, 905-generator pump, 906-counter-current heat exchanger, 907-throttle valve, 908-absorber pump, 909-passenger compartment air cooler, 910-passenger compartment warm air blower and 911-waste heat utilization heat exchanger.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. In order to make the drawings more concise and intuitive, only the portions related to the present invention are schematically shown in the drawings, and the portions of the system structure which are not related to the present invention are omitted, and they do not represent the complete structure of the present invention. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In the description of the present invention, it should be noted that the specific types and models of the components are only preferred embodiments of the present invention, and for those skilled in the art, other components of different types may be selected to achieve the same effect and obtain other embodiments without creative efforts.
In the description of the present invention, it is to be understood that the terms "mounted," "connected," and "connected" are to be construed broadly and may, for example, be fixedly connected, integrally connected, or detachably connected unless expressly stated or limited otherwise; may be communication within two elements; they may be directly connected or indirectly connected through an intermediate, and those skilled in the art will understand the specific meaning of the above terms in the present invention in specific situations.
The present invention will be described in further detail with reference to the accompanying drawings.
As shown in fig. 1 to 3, the present embodiment is a thermal system cooperative management system for a fuel cell vehicle with a heat storage function, which includes: the cooling and heat dissipation module, the adsorption type refrigeration module and the thermochemistry heat storage module are composed of a first heat dissipation submodule, a second heat dissipation submodule and a third heat dissipation submodule.
The first heat radiation submodule is a fuel cell heat radiation loop and is specially used for radiating heat of the power cell. The fuel cell heat dissipation loop comprises a fuel cell stack body 1, a first proportional control valve 601, a fuel cell radiator 101 and a fuel cell cooling water circulating pump 201; a cooling water outlet end of the fuel cell stack body 1 is connected with a first port of a second three-way electromagnetic valve 702, and a second port of the second three-way electromagnetic valve 702 passes through a thermochemical heat storage module generator 801 through a pipeline and then is connected with a first port of a first three-way electromagnetic valve 701; the second port of the first three-way solenoid valve 701 and the third port of the second three-way solenoid valve 702 merge and then are connected to the inlet of the first proportional control valve 601; a third port of the first three-way electromagnetic valve 701 is connected with an inlet end of a fuel cell cooling water circulating pump 201, and an outlet of the cooling water circulating pump 201 is connected with a cooling water inlet end of the fuel cell stack body 1;
the first proportional control valve 601 has two outlets, a first outlet of which is connected to the inlet end of the cooling water circulation pump 201 after passing through the fuel cell radiator 101; a second outlet of the first proportional control valve 601 exchanges heat with the waste heat utilization heat exchanger 911 through a pipeline and is connected to an inlet end of the cooling water circulation pump 201.
The second heat-dissipation submodule is a power battery heat-dissipation loop, and the power battery heat-dissipation loop comprises a power battery 2, a power battery radiator 102, a second proportional control valve 602 and a power battery cooling water circulating pump 202; a cooling water outlet end of the power battery 2 is connected with a first port of the third three-way electromagnetic valve 703, a second port of the third three-way electromagnetic valve 703 is subjected to heat exchange by the thermochemical heat storage module generator 801, then is subjected to flow confluence with a third port of the third three-way electromagnetic valve 703 and then is connected to a first port of the fourth three-way electromagnetic valve 704; a second port of the fourth three-way electromagnetic valve 704 is connected with an inlet of the power battery cooling water circulating pump 202, and an outlet of the power battery cooling water circulating pump 202 is connected with a cooling water inlet end of the power battery 2;
a third port of the fourth three-way electromagnetic valve 704 is connected to an inlet of the second proportional control valve 602, the second proportional control valve 602 has two outlets, a first outlet of the second three-way electromagnetic valve is connected to an inlet of the power battery cooling water circulating pump 202 after passing through the power battery radiator 102, and a second outlet of the second three-way electromagnetic valve is connected to the inlet of the power battery cooling water circulating pump 202 after exchanging heat with the waste heat utilization heat exchanger 911 through a pipeline.
The third heat dissipation submodule is a heat dissipation loop of the motor electric and the air compressor. The motor electric and air compressor heat dissipation loop comprises a motor electric branch and an air compressor branch which are connected in parallel, an outlet of the parallel branch is connected to a first port of a fifth three-way electromagnetic valve 705, a second port of the fifth three-way electromagnetic valve 705 flows through a thermochemical heat storage module generator 801 through a pipeline, then merges with a third port of the generator and is connected to an inlet of a third proportional control valve 603, the third proportional control valve 603 is provided with two outlets, a first outlet of the third proportional control valve is connected to the inlet of the parallel branch after passing through a motor electric and air compressor radiator 103, and a second outlet of the third proportional control valve is connected to the inlet of the parallel branch after exchanging heat with a waste heat utilization.
As shown in fig. 3, the three heat-dissipating sub-modules jointly form a cooling heat-dissipating module, the circulation pipelines of the heat-dissipating sub-modules are independent from each other but integrated in the thermochemical heat-storage module and the adsorption-type refrigeration module, and each heat-dissipating sub-module has a dedicated cooling water pump and a heat sink which can be independently controlled according to the respective heat-dissipating requirements.
In one embodiment of the present invention, as shown in fig. 1, in order to meet the thermal management requirements of cooling heat dissipation, thermal energy storage and waste heat utilization, and cold start heating of the fuel cell and the power cell, a first three-way electromagnetic valve 701, a second three-way electromagnetic valve 702, and a first proportional control valve 601 are used to divide the thermal management circulation pipeline of the first heat dissipation submodule into four parts, namely a heat storage cycle, a cold start heating cycle, and a heat dissipation cycle and waste heat utilization cycle. When the left side of the second three-way electromagnetic valve 702 is communicated with the upper side, the fuel cell cooling water passes through the first proportional control valve 601 and then proportionally flows into the fuel cell radiator 101 and the waste heat utilization heat exchanger 911, and does not pass through the thermochemical heat storage module generator 801 and the first three-way electromagnetic valve 701, at this moment, the heat dissipation cycle and the waste heat utilization cycle are performed, and the ratio between the heat dissipation capacity of the heat dissipation cycle and the heat exchange capacity of the waste heat utilization cycle can be adjusted by controlling the proportional value of the first proportional control valve 601. When the left side and the right side of the second three-way electromagnetic valve 702 are communicated, the cooling water of the fuel cell flows into the thermochemical heat storage module generator 801 and the first three-way electromagnetic valve 701, and at the moment, cold start heating circulation or heat storage circulation is carried out according to the cooperative management requirement of a thermal system of the fuel cell automobile; when the left side and the right side of the first three-way electromagnetic valve 701 are communicated, cooling water directly flows back into the fuel cell cooling water circulating pump 201 without passing through the fuel cell radiator 101 to carry out the next circulation, namely the cold start heating circulation which does not need to be operated by the passenger compartment air conditioning system; when the left side of the first three-way electromagnetic valve 701 is communicated with the upper side, the cooling water flows to the first proportional control valve 601, the proportional control valve adjusts the proportion of the cooling water flowing into the fuel cell radiator 101 and the waste heat utilization heat exchanger 911 according to the cooperative management requirement of the heat system, and at this time, the cooling water flows into a heat storage cycle or a cold start heating cycle for supplying energy to the air conditioning system of the passenger compartment.
As shown in fig. 1, for the power battery heat dissipation loop, the third three-way electromagnetic valve 703, the fourth three-way electromagnetic valve 704 and the second proportional control valve 602 are used to divide the heat management circulation pipeline of the second heat dissipation submodule into four parts, namely, a heat storage circulation, a cold start heating circulation, and a heat dissipation circulation and a waste heat utilization circulation. When the left side and the right side of the third three-way electromagnetic valve 703 are communicated, the cooling water of the power battery flows to the fourth three-way electromagnetic valve 704 and cannot pass through the thermochemical heat storage module generator 801, if the right side and the left side of the fourth three-way electromagnetic valve 704 are communicated at this time, the cooling water passes through the second proportional control valve 602 and then proportionally flows into the power battery radiator 201 and the waste heat utilization heat exchanger 911, at this time, the heat dissipation circulation and the waste heat utilization circulation are performed, and the ratio between the heat dissipation amount of the heat dissipation circulation and the heat exchange amount of the waste heat utilization circulation can be adjusted by controlling the proportional value of the second proportional. When the left side of the third three-way electromagnetic valve 703 is communicated with the upper side, the power battery cooling water flows into the thermochemical heat storage module generator 801 and then passes through the fourth three-way electromagnetic valve 704, and at the moment, cold start heating circulation or heat storage circulation is carried out according to the cooperative management requirement of the thermal system of the fuel battery automobile; when the upper side of the fourth three-way electromagnetic valve 704 is communicated with the right side, cooling water directly flows back into the power battery cooling water circulating pump 202 without passing through the power battery radiator 102, and at the moment, the cooling water is a cold start heating cycle which does not need to be operated by the passenger compartment air conditioning system; when the left side and the right side of the fourth three-way solenoid valve 704 are communicated, the cooling water flows to the second proportional control valve 602, and the proportional control valve adjusts the proportion of the cooling water flowing into the radiator and the waste heat utilization heat exchanger according to the cooperative management requirement of the heat system, and at this time, the cooling start heating cycle is a heat storage cycle or a cold start heating cycle for supplying energy to the air conditioning system of the passenger compartment.
As shown in fig. 1, the electric system of the motor and the air compressor system do not need to be heated by cold start, and therefore, the heat management circulation pipeline of the third heat dissipation submodule is divided into three parts, namely, a heat storage circulation, a heat dissipation circulation and a waste heat utilization circulation, only by using the fifth three-way electromagnetic valve 705 and the third proportional control valve 603. When the upper side of the fifth three-way electromagnetic valve 705 is communicated with the right side, the cooling water directly flows to the third proportional control valve 603 and then proportionally flows into the electric and air compressor radiator 103 and the waste heat utilization heat exchanger 911, and does not pass through the thermochemical heat storage module generator 801, so that the ratio between the heat dissipation amount of the heat dissipation cycle and the heat exchange amount of the waste heat utilization cycle can be adjusted by controlling the proportional value of the third proportional control valve 603. When the left side and the right side of the fifth three-way electromagnetic valve 705 are communicated, the cooling water of the fuel cell flows into the thermochemical heat storage module generator 801 and then flows into the electric and air compressor radiator 103 and the waste heat utilization heat exchanger 911 through the third proportional control valve 603 in proportion, and at this time, the heat storage cycle is realized.
In the invention, one or more three-way valves are designed on each heat dissipation loop, and the heat dissipation loops can respectively present various heat management modes such as cooling heat dissipation, heat energy storage, waste heat utilization, cold start heating circulation and the like by controlling different conduction modes of the three-way valves. The heat dissipation circulation and the waste heat utilization circulation form a parallel relation through a proportional control valve, and the heat exchange quantity of the waste heat utilization heat exchanger and the heat dissipation quantity of the radiator can be regulated and controlled by controlling the flow proportion of the circulating cooling water.
Cooling heat dissipation, thermal energy storage, waste heat utilization, and cold start heating cycles are described below.
In the embodiment, during the cold start heating cycle, the low-temperature cooling water flows out from the fuel cell stack 1 or the power cell 2 and enters the thermochemical heat storage module generator 801, and the cooling water is heated to a suitable temperature in the thermochemical heat storage module generator 801 and then is directly pumped into the fuel cell stack or the power cell through the respective cooling water circulating pump without passing through the respective radiator to perform the preheating during the cold start.
During heat storage circulation, the cooling water carries out heat production of the heating component, high-temperature cooling water flowing through the heat production component flows into the thermochemical heat storage module generator 801 to convert the heat into chemical energy to be stored, and subsequent cooling water is determined to directly flow through respective water pumps to be pumped into the next circulation or flow into respective radiators and the waste heat utilization heat exchanger 911 to be further cooled and then flow through respective water pumps to perform new circulation according to the temperature of the cooling water and the heat management requirement of the system.
During waste heat utilization circulation and heat dissipation circulation, cooling water flows through the proportional control valves 601, 602 and 603 and then flows into respective radiators and the waste heat utilization heat exchangers 911 wholly or partially, the radiators regulate and control the temperature of cooling water at the outlets of the radiators by controlling the rotating speed of the fans, and heat exchanged by the waste heat utilization heat exchangers 911 is used for directly heating air to heat passenger cabins or heating adsorption type refrigeration generators to provide power for refrigeration circulation; through the control of the proportional control valve, the system can flexibly adjust the heat exchange capacity of the waste heat utilization heat exchanger and the heat dissipation capacity of the radiator, and the energy of the waste heat is utilized to the maximum extent while the heat management heat dissipation requirement is met.
In a preferred embodiment of the invention, the thermochemical heat storage module adopts the chemical storage of heat energy of the thermochemical adsorption heat pool by taking SrCl2/NH3 as a working medium. When the thermochemical adsorption heat pool stores heat, the two-way electromagnetic valve 803 is opened, the medium is heated and desorbed in the thermochemical heat storage module generator 801, and flows into the liquid receiver 802 to be condensed and stored after absorbing heat energy; after the heat storage reaches the upper limit of the heat storage amount, the two-way electromagnetic valve 803 is closed, and the medium absorbing the heat energy can be stored in the liquid storage device 802 for a long time with almost no energy loss; during the heat release process, the two-way solenoid valve 803 is opened, and the medium in the liquid reservoir 802 flows into the thermochemical heat storage module generator 801 after evaporation to absorb the heat and output the heat. The thermochemical adsorption heat storage technology stores and releases energy by utilizing the absorption/release of a large amount of heat energy accompanied by the absorption/release of the adsorbent and the adsorbate in the desorption/adsorption process, and compared with sensible heat storage and latent heat storage, the thermochemical adsorption heat storage technology has the advantages of high heat storage density, almost no heat loss in long-time heat storage and the like, so that the thermochemical adsorption heat storage technology is flexible in function and wide in application.
In a preferred embodiment of the invention, the system heats or cools the passenger compartment by using waste heat, wherein the waste heat is directly used in the heating link, and the warm air blower 910 of the passenger compartment directly blows air to take out heat in the waste heat utilization heat exchanger 911; the refrigeration link is completed by an adsorption refrigeration cycle using a lithium bromide aqueous solution as a working medium. During refrigeration, an adsorption refrigeration generator 901 is connected with a waste heat utilization heat exchanger 911, refrigerant steam generated in the adsorption refrigeration generator 901 and heated by waste heat is condensed into refrigerant water in a condenser 902, then enters an evaporator 903 through a throttle valve 907, is evaporated under low pressure to generate a refrigeration effect, and then refrigerating capacity is brought into a passenger compartment in a cold air mode through a passenger compartment air cooler 909; the concentrated solution evaporated in the adsorption refrigeration generator 901 is pumped into the absorber 904 by the absorber pump 908 through the counter-flow heat exchanger 906 to absorb the refrigerant vapor generated by the evaporator 903, and the diluted solution is formed and then is delivered to the adsorption refrigeration generator 901 by the generator pump 905 through the counter-flow heat exchanger 906 to perform the next refrigeration cycle. Because the working medium generates larger pressure drop when flowing, in order to avoid overlarge pressure drop or overlarge pipeline, the preferred embodiment integrates the condenser and the generator, integrates the absorber and the evaporator, simplifies the system structure and reduces the pipeline cost.
In a preferred embodiment, as shown in fig. 1, various sensors mainly including temperature sensors are installed at key positions of connecting pipelines of each sub-module of the system to monitor the working state of the system, and a set of corresponding thermal system cooperative management flow, method and control strategy is provided. Various sensors installed in the circulating pipelines of the submodules are the basis for realizing the cooperative management and control among the thermal systems. The temperature sensor in the cooling and radiating pipeline monitors the working temperature of each heat component in real time, realizes the accurate control of the working temperature of each component, and provides a basis for determining the control strategy of cooperative management of thermal systems such as the opening and closing conditions of the three-way electromagnetic valve, the control proportion of the proportional control valve and the like; corresponding temperature sensors are also arranged in pipelines of the thermochemical heat storage module to monitor the heat storage condition, corresponding temperature sensors are also arranged at key positions of the adsorption type refrigeration module to realize the temperature regulation and control of the passenger compartment, and the temperature value of each measuring point provides a basis for a control strategy of the cooperative management of the thermal system.
The fuel cell has large heat dissipation load and high temperature control precision requirement, and needs to be cooled by deionized water, the power cell has high temperature control precision requirement and lower working temperature, the working temperature of a motor electrical system and a fuel cell air compressor is similar, and the heat management requirement is lower compared with that of the fuel cell and the power cell.
Therefore, in the preferred embodiment, as shown in fig. 1, two T-type thermocouples are installed at the cooling water inlet and outlet of the fuel cell radiator 101 of the first heat-radiating submodule, the cooling water temperature in and out of the radiator is respectively measured by a fuel cell radiator outlet water temperature sensor 401 and a fuel cell radiator inlet water temperature sensor 402, and the cooling water temperature in and out of the stack is also measured by two T- type thermocouples 403 and 404 installed at the cooling water inlet and outlet of the fuel cell stack 1; meanwhile, a turbine flowmeter 501 is arranged at the outlet end of the fuel cell cooling water circulating pump 201 to test the circulating flow of the cooling water; in addition, a deionizer and a conductivity sensor 502 are arranged near the cooling water stacking electromagnetic valve 503 to ensure that the conductivity of the deionized cooling water in the cooling pipeline meets the requirement.
Similarly, two T-shaped thermocouples 405 and 406 are arranged at the cooling water inlet and outlet of the power battery 2 of the second heat dissipation submodule to test the temperature of the cooling water entering and exiting the power battery so as to monitor the working temperature of the power battery and represent the heat management effect aiming at the power battery. In addition, the heat management of the motor electrical system 3 and the fuel cell air compressor 4 mainly takes cooling and heat dissipation as main points, so the same heat management circulating pipeline is adopted to simplify the pipeline structure of the system, but T-shaped thermocouples 407 and 408 are respectively arranged at the respective cooling water outlets of the motor electrical system and the air compressor to monitor the temperature of cooling water, so the system can control the respective working temperature and heat dissipation amount by controlling the flow rate of the cooling water circulating pump of the corresponding branch.
The basic workflow and the main control strategy of the cooperative management of the thermal system of the fuel cell vehicle are briefly described as follows:
first, before the system starts, the control system monitors the cooling water temperature of each submodule and checks the air conditioning command of the passenger compartment.
If the temperature of the cooling water is lower than the proper working temperature of the power battery and the air conditioning instruction is heating, the first and second heat dissipation submodules start a cold start heating cycle, and the working temperatures of the power battery and the fuel battery are quickly raised by releasing chemical heat storage; the third heat dissipation submodule starts a heat storage cycle and a waste heat utilization cycle, and the electricity of the motor and the heat generated by the air compressor and the released part of chemical heat storage are all brought to the waste heat utilization heat exchanger to supply heat for the passenger compartment;
if the temperature of the cooling water is lower than the proper working temperature of the power battery and the air conditioning instruction is that no operation is required, the first and second heat dissipation sub-modules start a cold start heating cycle, and the third heat dissipation sub-module starts a heat storage cycle and a heat dissipation cycle;
if the temperature of the cooling water is lower than the suitable working temperature of the power battery and the air conditioning instruction is refrigeration, the first and second heat dissipation sub-modules start a cold start heating cycle, the third heat dissipation sub-module starts a heat storage cycle and a waste heat utilization cycle, the adsorption type refrigeration module starts to work, and the motor and the air compressor generate heat and part of released chemical heat storage is used for refrigeration.
If the temperature of the cooling water is higher than the suitable working temperature of the power battery and the air conditioning instruction is heating, the first heat dissipation submodule starts a cold start heating cycle, and the second and third heat dissipation submodules start heat storage and waste heat utilization cycles;
if the temperature of the cooling water is higher than the proper working temperature of the power battery and the air conditioning instruction is that no operation is required, the first heat dissipation submodule starts a cold start heating cycle, and the second and third heat dissipation submodules start heat storage and heat dissipation cycles;
if the temperature of the cooling water is higher than the suitable working temperature of the power battery and the air conditioning instruction is refrigeration, the first heat dissipation submodule starts a cold start heating cycle, the second heat dissipation submodule and the third heat dissipation submodule start a heat storage and waste heat utilization cycle, and the adsorption refrigeration module starts to work.
In the starting process, when the temperature of the cooling water of the power battery or the fuel battery reaches the respective ideal working temperature, the cold starting heating cycle is switched into the heat storage cycle to store heat.
After the system is started for a period of time, the temperatures of the cooling water of the power motor and the cooling water of the fuel cell reach respective ideal working temperatures, and then the control system continuously monitors and accurately controls the working temperatures of the power motor and the cooling water of the fuel cell to fluctuate within a proper range.
After a period of heat storage process, after the thermochemical heat storage module reaches the upper limit of heat storage, closing the two-way electromagnetic valve to stop heat storage, and switching the heat storage cycle into a heat dissipation cycle and a waste heat utilization cycle by each heat dissipation sub-module;
at the moment, when the air conditioning instruction of the passenger compartment is that the operation is not needed, all heat is dissipated through respective radiators by controlling proportional control valves in the three heat dissipation submodules;
when the air conditioning instruction of the passenger compartment is heating or refrigerating, the proportional control valves in the three radiating sub-modules are controlled according to the heating or refrigerating load requirements to partially or completely generate heat, and the waste heat utilization heat exchanger is used for heating or providing the adsorption type refrigerating module with the function.
When the vehicle is stopped, the air conditioning system of the passenger compartment is closed, all the heat dissipation sub-modules are switched into heat dissipation modules, and redundant heat is dissipated in time.
In summary, the invention provides a technical scheme for collaborative management of a thermal system of a fuel cell vehicle with a heat storage function, which can significantly improve the working performance, reliability and service life of core components of the fuel cell vehicle while realizing reliable heat dissipation and efficient utilization of waste heat, and has important significance for promoting the efficient, safe and energy-saving development of the fuel cell vehicle.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. A cooperative management system for a thermal system of a fuel cell vehicle, comprising: the system comprises a fuel cell heat dissipation loop, a power cell heat dissipation loop, a motor electric and air compressor heat dissipation loop, a thermochemical heat storage module and an adsorption refrigeration module;
the fuel cell heat dissipation loop comprises a fuel cell stack body (1), a first proportional control valve (601), a fuel cell radiator (101) and a fuel cell cooling water circulating pump (201); the outlet end of cooling water of the fuel cell stack body (1) is connected with the first port of a second three-way electromagnetic valve (702), and the second port of the second three-way electromagnetic valve (702) passes through a thermochemical heat storage module generator (801) through a pipeline and then is connected with the first port of a first three-way electromagnetic valve (701); a second port of the first three-way solenoid valve (701) and a third port of the second three-way solenoid valve (702) are converged and then connected to an inlet of the first proportional control valve (601); a third port of the first three-way electromagnetic valve (701) is connected with an inlet end of a cooling water circulating pump (201) of the fuel cell, and an outlet of the cooling water circulating pump (201) is connected with a cooling water inlet end of the fuel cell stack body (1);
the first proportional control valve (601) is provided with two outlets, and the first outlet of the first proportional control valve is connected to the inlet end of the cooling water circulating pump (201) after passing through the fuel cell radiator (101); a second outlet of the first proportional control valve (601) is connected to an inlet end of the cooling water circulating pump (201) after exchanging heat with the waste heat utilization heat exchanger (911) through a pipeline;
the power battery heat dissipation loop comprises a power battery (2), a power battery radiator (102), a second proportional control valve (602) and a power battery cooling water circulating pump (202); a cooling water outlet end of the power battery (2) is connected with a first port of a third three-way electromagnetic valve (703), a second port of the third three-way electromagnetic valve (703) is subjected to heat exchange by a thermochemical heat storage module generator (801), then is converged with a third port of the third three-way electromagnetic valve (703) and then is connected to a first port of a fourth three-way electromagnetic valve (704); a second port of the fourth three-way electromagnetic valve (704) is connected with an inlet of the power battery cooling water circulating pump (202), and an outlet of the power battery cooling water circulating pump (202) is connected with a cooling water inlet end of the power battery (2);
a third port of the fourth three-way electromagnetic valve (704) is connected with an inlet of a second proportional control valve (602), the second proportional control valve (602) is provided with two outlets, a first outlet of the second three-way electromagnetic valve is connected to an inlet of a power battery cooling water circulating pump (202) after passing through a power battery radiator (102), and a second outlet of the second three-way electromagnetic valve is connected to an inlet of the power battery cooling water circulating pump (202) after exchanging heat with a waste heat utilization heat exchanger (911) through a pipeline;
the heat dissipation loop of the motor electric and air compressor comprises a motor electric branch and an air compressor branch which are connected in parallel, an outlet of the parallel branch is connected to a first port of a fifth three-way electromagnetic valve (705), a second port of the fifth three-way electromagnetic valve (705) flows through a thermochemical heat storage module generator (801) through a pipeline and then is converged with a third port of the generator and is connected to an inlet of a third proportional control valve (603), the third proportional control valve (603) is provided with two outlets, a first outlet of the third proportional control valve is connected to an inlet of the parallel branch after passing through a motor electric and air compressor radiator (103), and a second outlet of the third proportional control valve is connected to an inlet of the parallel branch after heat exchange with a waste heat utilization heat exchanger.
2. The cooperative management system for a thermal system of a fuel cell vehicle as recited in claim 1, wherein the adsorption type refrigeration module comprises a waste heat utilization heat exchanger (911), a passenger compartment heater unit (910), and an adsorption type refrigeration cycle; the warm air blower (910) of the passenger cabin is connected with the waste heat utilization heat exchanger (911) through an air pipe and can blow air to bring out heat in the waste heat utilization heat exchanger (911) and send the heat into the passenger cabin; the adsorption refrigeration cycle and the waste heat utilization heat exchanger (911) exchange heat to obtain waste heat heating cycle working medium, and the cycle working medium is throttled and evaporated to generate cold to be sent to the passenger cabin.
3. The cooperative management system for a fuel cell vehicle thermal system according to claim 2, wherein the adsorption refrigeration cycle comprises:
an adsorption refrigeration generator (901) which is connected with the waste heat utilization heat exchanger (911) and is heated by the waste heat to generate refrigerant vapor, and the evaporated concentrated solution is remained; the inlet of the adsorption refrigeration generator (901) is connected with the outlet of the absorber (904);
a condenser (902) that receives the refrigerant vapor in the adsorption refrigeration generator (901) and condenses it into refrigerant water;
a throttle valve (907) with one end connected with the outlet of the condenser (902) and the other end connected with the evaporator (903),
an evaporator (903) connected with the throttle valve (907), the evaporator (903) is used as an evaporation place of refrigerant water to generate cold, a vapor outlet of the evaporator is connected with the absorber (904),
and the absorber (904) is connected with the evaporator (903) and receives outlet steam, is connected with the adsorption refrigeration generator (901) and receives the concentrated solution after evaporation, and the concentrated solution absorbs refrigerant steam generated by the evaporator and then is pumped into the adsorption refrigeration generator (901) again for the next cycle.
4. The cooperative management system for a fuel cell vehicle thermal system according to claim 1, wherein the thermochemical heat storage module comprises a two-way solenoid valve (803), a liquid reservoir (802) and a thermochemical heat storage module generator (801); the two-way electromagnetic valve (803) controls the circulation of the heat-absorbing medium between the liquid reservoir (802) and the thermochemical heat storage module generator (801); during the heat absorption process, the heat storage medium in the thermochemical heat storage module absorbs heat in the thermochemical heat storage module generator (801) to store energy and then flows into the liquid reservoir (802) to be condensed and stored; during the heat release process, the medium in the liquid storage device (802) flows into the thermochemical heat storage module generator (801) after being evaporated to absorb the heat released and output the heat.
5. The cooperative management system for a fuel cell vehicle thermal system according to claim 4, wherein the heat absorbing medium is SrCl2/NH3(ii) a In the heat absorption process, after the liquid storage device (802) reaches the upper limit of the heat storage amount, the two-way electromagnetic valve (803) is closed.
6. The cooperative management system for a fuel cell vehicle thermal system according to claim 1,
the pipeline between the fuel cell stack body (1) and the second three-way electromagnetic valve (702) is provided with: a second electromagnetic valve (504) and a fuel cell stack cooling water outlet water temperature sensor (404);
the pipeline between the fuel cell cooling water circulating pump (201) and the fuel cell stack body (1) is sequentially provided with: a fuel cell cooling water flow sensor (501), a deionizer and conductivity sensor (502), a fuel cell stack cooling water inlet water temperature sensor (403) and a first electromagnetic valve (503);
a liquid supplementing water tank (301) of a fuel cell heat dissipation loop with a liquid level sensor is also arranged on a pipeline between the fuel cell radiator (101) and the fuel cell cooling water circulating pump (201).
7. The cooperative management system for the thermal system of the fuel cell vehicle as claimed in claim 1, wherein a power cell cooling water outlet water temperature sensor (406) is arranged on a pipeline between the power cell (2) and the third three-way solenoid valve (703); a pipeline between the power battery cooling water circulating pump (202) and the power battery (2) is provided with a power battery cooling water inlet water temperature sensor (405);
and a liquid supplementing water tank (302) of a power battery heat dissipation loop with a liquid level sensor is also arranged on a pipeline between the power battery radiator (102) and the power battery cooling water circulating pump (202).
8. The collaborative management system for the thermal system of the fuel cell vehicle according to claim 1, wherein the motor electrical branch comprises a motor electrical system (3), a cooling water inlet end of the motor electrical system (3) is connected with a motor electrical system cooling water circulating pump (204), and a cooling water outlet end is provided with a motor electrical cooling water outlet water temperature sensor (408);
the air compressor branch comprises a fuel cell air compressor (4), a cooling water inlet end of the fuel cell air compressor (4) is connected with an air compressor cooling water circulating pump (203), and an air compressor cooling water outlet water temperature sensor (407) is arranged at a cooling water outlet end.
9. The cooperative management system for a thermal system of a fuel cell vehicle as claimed in claim 1 or 8, wherein the outlet pipeline of the motor electric and air compressor radiator (103) is provided with a motor electric and air compressor heat dissipation loop liquid supplementing water tank (303) with a liquid level sensor.
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