阅读说明：本技术 能源综合利用系统 (Energy comprehensive utilization system ) 是由 胡松 杨福源 孙进伟 杨明烨 *** 李建秋 徐梁飞 于 2020-04-21 设计创作，主要内容包括：本申请涉及一种能源综合利用系统。能源综合利用系统包括第一换热器、第二换热器和第三换热器。从冷却液出口流出的冷却液通过第一换热器与空气增压装置流出的空气进行热交换,实现对空气温度的调节。从第一换热器流出来的冷却液进入第二换热器,实现对驾驶室温度的调节。从第二换热器出来的冷却液进入第三换热器,用于与氢气换热,同时实现冷却液的降温和氢气的升温。能源综合利用系统通过第一换热器、第二换热器和第三换热器,实现了冷却液、空气和氢气之间能量的调配。能源综合利用系统还实现了对驾驶室温度的调节,进而实现燃料电池汽车内部能量的综合利用。(The application relates to an energy comprehensive utilization system. The energy comprehensive utilization system comprises a first heat exchanger, a second heat exchanger and a third heat exchanger. The cooling liquid flowing out of the cooling liquid outlet exchanges heat with air flowing out of the air supercharging device through the first heat exchanger, and the air temperature is adjusted. And the cooling liquid flowing out of the first heat exchanger enters the second heat exchanger to realize the adjustment of the temperature of the cab. And the cooling liquid coming out of the second heat exchanger enters a third heat exchanger for exchanging heat with the hydrogen, and meanwhile, the cooling of the cooling liquid and the heating of the hydrogen are realized. The energy comprehensive utilization system realizes the allocation of energy among cooling liquid, air and hydrogen through the first heat exchanger, the second heat exchanger and the third heat exchanger. The comprehensive energy utilization system also realizes the regulation of the temperature of the cab, thereby realizing the comprehensive utilization of the internal energy of the fuel cell automobile.)

1. An energy comprehensive utilization system, comprising:

a first heat exchanger (210) comprising a first inlet (211), a second inlet (212), a first outlet (213) and a second outlet (214), the first inlet (211) being adapted to be connected to the coolant outlet (111) of the fuel cell stack (110), the second inlet (212) being adapted to be connected to the air charging device (200), the second outlet (214) being adapted to be connected to the air inlet (112) of the fuel cell stack (110);

a second heat exchanger (220) comprising a third inlet (221), a fourth inlet (222), a third outlet (223) and a fourth outlet (224), the third inlet (221) being connected to the first outlet (213), the fourth inlet (222) being adapted to be connected to a first blower (120), the fourth outlet (224) being adapted to warm the cabin or cabin (101);

the third heat exchanger (230) comprises a fifth inlet (231), a sixth inlet (232), a fifth outlet (233) and a sixth outlet (234), the fifth inlet (231) is connected with the third outlet (223), the fifth outlet (233) is used for being connected with a cooling liquid inlet (113) of the fuel cell stack (110), the sixth inlet (232) is used for being connected with a hydrogen source (102), and the sixth outlet (234) is used for being connected with a hydrogen inlet (114) of the fuel cell stack (110).

2. The energy complex utilization system according to claim 1, further comprising:

a first pipeline (310), wherein one end of the first pipeline (310) is connected with the fifth outlet (233), and the other end of the first pipeline (310) is used for being connected with the cooling liquid inlet (113);

a first valve (320) comprising a first valve inlet (321), a first valve outlet (322) and a second valve outlet (323), the first valve inlet (321) being connected to the first outlet (213), the first valve outlet (322) being connected to the third inlet (221);

a second pipeline (330), one end of the second pipeline (330) is connected with the second valve outlet (323), and the other end of the second pipeline (330) is connected with the first junction (331) of the first pipeline (310).

3. The energy complex utilization system according to claim 2, further comprising:

a second valve (410) comprising a second valve inlet (411), a third valve outlet (412), and a fourth valve outlet (413), the second valve inlet (411) being connected to the third outlet (223), the third valve outlet (412) being connected to the fifth inlet (231);

and the third valve (420) comprises a third valve inlet (421), a fourth valve inlet (422) and a fifth valve outlet (423), the third valve inlet (421) is connected with the fourth valve outlet (413), the fourth valve inlet (422) is connected with the fifth outlet (233), and the fifth valve outlet (423) is used for being connected with the cooling liquid inlet (113).

4. The energy complex utilization system according to claim 3, further comprising:

a coolant storage device (510) disposed in the first pipeline (310) and connected between the fifth valve outlet (423) and the first junction (331).

5. The energy complex utilization system according to claim 4, further comprising:

the first power device (520) is arranged on the first pipeline (310), and the first power device (520) is used for being connected between the first junction (331) and the cooling liquid inlet (113).

6. The energy complex utilization system according to claim 5, further comprising:

the first heating device (530) is arranged on the first pipeline (310), and the first heating device (530) is used for being connected between the first power device (520) and the cooling liquid inlet (113).

7. The energy complex utilization system according to claim 1, further comprising:

a fourth heat exchanger (610) comprising a seventh inlet (611), an eighth inlet (612), a seventh outlet (613) and an eighth outlet (614), the seventh inlet (611) being adapted to be connected to a hydrogen source (102), the eighth inlet (612) being adapted to be connected to a second blower (130), the seventh outlet (613) being adapted to be connected to the sixth inlet (232), the eighth outlet (614) being adapted to cool the cabin or cabin (101).

8. The integrated energy utilization system according to claim 7, further comprising:

a fourth valve (620) comprising a fifth valve inlet (621), a seventh valve outlet (622) and a first port (623), the fifth valve inlet (621) being connected to the seventh outlet (613), the seventh valve outlet (622) being connected to the sixth inlet (232);

a fifth valve (630) comprising a sixth valve inlet (631), a seventh valve inlet (632), and an eighth valve outlet (633), the sixth valve inlet (631) being connected to the sixth outlet (234), the eighth valve outlet (633) being for connection to the hydrogen inlet (114), the seventh valve inlet (632) being connected to the first port (623).

9. The integrated energy utilization system according to claim 8, further comprising:

a sixth valve (640) comprising an eighth valve inlet (641), a ninth valve outlet (642), and a tenth valve outlet (643), the eighth valve inlet (641) for connecting with a hydrogen source (102), the ninth valve outlet (642) with the seventh inlet (611);

a seventh valve (650) including a ninth valve inlet (651), a second port (652) and a third port (653), the ninth valve inlet (651) being connected to the tenth valve outlet (643), the second port (652) being connected to the first port (623), the third port (653) being connected to the seventh valve inlet (632).

10. The integrated energy utilization system according to claim 8, further comprising:

a temperature control tank (140) for connecting between the hydrogen inlet (114) and the eighth valve outlet (633).

11. The integrated energy utilization system according to claim 10, further comprising:

air conditioning system (810), including cold wind import (811), hot-blast import (812), mouth of blowing (813) and air exit (814), cold wind import (811) with eighth export (614) intercommunication, hot-blast import (812) with third export (223) intercommunication, mouth of blowing (813) be used for to the driver's cabin air supply, air exit (814) are used for communicating with external environment.

Technical Field

The application relates to the technical field of new energy, in particular to an energy comprehensive utilization system.

Background

Energy exhaustion and environmental pollution caused by fossil energy consumption are becoming serious, and large-scale development and utilization of renewable energy are imperative. Hydrogen is an effective way of storing energy: the electric energy is converted into chemical energy to be stored in the hydrogen during the power generation peak period of the renewable energy source, and the energy carried by the hydrogen is converted into the electric energy again for use through the fuel cell during the power utilization peak period. The hydrogen fuel cell automobile has the characteristics of zero emission, no pollution and high efficiency, and is a new energy automobile with great potential.

When the hydrogen fuel cell engine is matched with a liquid hydrogen or high-pressure hydrogen system, the liquid hydrogen or the high-pressure hydrogen needs to be decompressed, vaporized or heated to about 50 ℃ before entering the fuel cell stack, and a large amount of heat needs to be absorbed in the process. The fuel cell stack can produce a large amount of waste heat in the course of working, adopt coolant liquid to dispel the heat to the stack usually to make the inside temperature of stack be in efficient operating temperature within range all the time. In order to ensure the power of the fuel cell stack, air entering the stack needs to be pressurized, the air temperature can be raised after the air is compressed by adopting a pressurizing device such as an air blower and the like, and the air is cooled before the compressed air enters the stack, so that the air inlet density can be increased, and the temperature of the air can meet the requirement before the air enters the stack. In addition, in order to ensure the comfort of the driver and passengers in the cab and the cabin, an air conditioning system is needed to keep the temperature in the cab and the cabin within a certain range, the temperature of the air in the cab and the cabin is increased when the weather is cold, and the temperature of the air in the cab or the cabin is decreased when the weather is hot. Therefore, how to realize the comprehensive utilization of the internal energy of the fuel cell automobile is a problem to be solved urgently.

Disclosure of Invention

In view of the above, it is necessary to provide an energy comprehensive utilization system for solving the problem of how to comprehensively utilize the internal energy of a fuel cell vehicle.

An energy comprehensive utilization system comprises a first heat exchanger, a second heat exchanger and a third heat exchanger. The first heat exchanger includes a first inlet, a second inlet, a first outlet, and a second outlet. The first inlet is used for being connected with a cooling liquid outlet of the fuel cell stack. The second inlet is used for being connected with an air supercharging device. The second outlet is used for being connected with an air inlet of the fuel cell stack. The second heat exchanger includes a third inlet, a fourth inlet, a third outlet, and a fourth outlet. The third inlet is connected to the first outlet. The fourth inlet is used for being connected with the first air blower. The fourth outlet is used for heating the cab or the cabin.

The third heat exchanger includes a fifth inlet, a sixth inlet, a fifth outlet, and a sixth outlet. The fifth inlet is connected to the third outlet. And the fifth outlet is used for being connected with a cooling liquid inlet of the fuel cell stack. The sixth inlet is used for being connected with a hydrogen source. The sixth outlet is used for being connected with a hydrogen inlet of the fuel cell stack.

In one embodiment, the energy source comprehensive utilization system further comprises a first pipeline, a first valve and a second pipeline. One end of the first pipeline is connected with the fifth outlet. The other end of the first pipeline is used for being connected with the cooling liquid inlet. The first valve includes a first valve inlet, a first valve outlet, and a second valve outlet. The first valve inlet is connected to the first outlet. The first valve outlet is connected with the third inlet. One end of the second pipeline is connected with the outlet of the second valve. The other end of the second pipeline is connected with a first junction of the first pipeline.

In one embodiment, the energy complex further comprises a second valve and a third valve. The second valve includes a second valve inlet, a third valve outlet, and a fourth valve outlet. The second valve inlet is connected to the third outlet. The third valve outlet is connected to the fifth inlet. The third valve includes a third valve inlet, a fourth valve inlet, and a fifth valve outlet. The third valve inlet is connected to the fourth valve outlet. The fourth valve inlet is connected with the fifth outlet. And the outlet of the fifth valve is connected with the cooling liquid inlet.

In one embodiment, the energy complex further comprises a coolant storage device. The cooling liquid storage device is arranged on the first pipeline and connected between the outlet of the fifth valve and the first junction point.

In one embodiment, the energy complex utilizing system further comprises a first power device. The first power device is arranged on the first pipeline and used for being connected between the first intersection point and the cooling liquid inlet.

In one embodiment, the energy source complex utilization system further comprises a first heating device. The first heating device is arranged on the first pipeline and is used for being connected between the first power device and the cooling liquid inlet.

In one embodiment, the energy source complex utilization system further comprises a fourth heat exchanger. The fourth heat exchanger includes a seventh inlet, an eighth inlet, a seventh outlet, and an eighth outlet. The seventh inlet is used for being connected with a hydrogen source. The eighth inlet is for connection with a second blower. The seventh outlet is connected to the sixth inlet. And the eighth outlet is used for cooling the cab or the cabin.

In one embodiment, the energy complex further comprises a fourth valve and a fifth valve. The fourth valve includes a fifth valve inlet, a seventh valve outlet, and a first port. The fifth valve inlet is connected with the seventh outlet. And the outlet of the seventh valve is connected with the sixth inlet. The fifth valve includes a sixth valve inlet, a seventh valve inlet, and an eighth valve outlet. The sixth valve inlet is connected to the sixth outlet. And the outlet of the eighth valve is used for connecting the hydrogen inlet. The seventh valve inlet is connected to the first port.

In one embodiment, the energy complex further comprises a sixth valve and a seventh valve. The sixth valve includes an eighth valve inlet, a ninth valve outlet, and a tenth valve outlet. The eighth valve inlet is used for being connected with a hydrogen source. The ninth valve outlet is in communication with the seventh inlet. The seventh valve includes a ninth valve inlet, a second port, and a third port. The ninth valve inlet is connected to the tenth valve outlet. The second port is in communication with the first port. The third port is connected to the seventh valve inlet.

In one embodiment, the energy comprehensive utilization system further comprises a temperature control box. And the temperature control box is used for being connected between the hydrogen inlet and the eighth valve outlet.

In one embodiment, the energy source comprehensive utilization system further comprises the air conditioning system. The air conditioning system comprises a cold air inlet, a hot air inlet, a blowing port and an air outlet. The cold air inlet is communicated with the eighth outlet. The hot air inlet is communicated with the third outlet. The air blowing port is used for blowing air to the cab or the cabin. The air outlet is used for being communicated with the external environment.

The energy comprehensive utilization system that this application embodiment provided includes first heat exchanger the second heat exchanger with the third heat exchanger, the coolant liquid export the air supercharging device with air intlet respectively with first heat exchanger is connected. And the cooling liquid flowing out of the cooling liquid outlet exchanges heat with the air flowing out of the air supercharging device through the first heat exchanger, so that the air temperature is adjusted. And the cooling liquid flowing out of the first heat exchanger enters the second heat exchanger to realize the adjustment of the temperature of the cab. And the cooling liquid from the second heat exchanger enters the third heat exchanger for exchanging heat with hydrogen, and meanwhile, the cooling of the cooling liquid and the heating of the hydrogen are realized. The energy comprehensive utilization system realizes the allocation of energy among cooling liquid, air and hydrogen through the first heat exchanger, the second heat exchanger and the third heat exchanger. The comprehensive energy utilization system also realizes the regulation of the temperature of the cab, thereby realizing the comprehensive utilization of the internal energy of the fuel cell automobile.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic structural diagram of the energy comprehensive utilization system provided in an embodiment of the present application;

fig. 2 is a schematic structural diagram of the energy comprehensive utilization system provided in another embodiment of the present application;

fig. 3 is a schematic structural diagram of the energy comprehensive utilization system provided in another embodiment of the present application;

fig. 4 is a schematic structural diagram of the energy comprehensive utilization system provided in another embodiment of the present application;

fig. 5 is a schematic structural diagram of the energy comprehensive utilization system provided in another embodiment of the present application;

fig. 6 is a schematic structural diagram of the energy comprehensive utilization system provided in another embodiment of the present application.

Reference numerals:

energy comprehensive utilization system 10

Fuel cell stack 110

Coolant outlet 111

Air inlet 112

Cooling fluid inlet 113

Hydrogen inlet 114

Cab 101

First blower 120

Second blower 130

Temperature control box 140

Air supercharging device 200

First heat exchanger 210

The first inlet 211

Second inlet 212

First outlet 213

Second outlet 214

Second heat exchanger 220

Third inlet 221

Fourth inlet 222

Third outlet 223

Fourth outlet 224

Third heat exchanger 230

Fifth inlet 231

Sixth inlet 232

Fifth outlet 233

Sixth outlet 234

First pipeline 310

First valve 320

First valve inlet 321

First valve outlet 322

Second valve outlet 323

Second pipeline 330

First junction 331

Second valve 410

Second valve inlet 411

Third valve outlet 412

Fourth valve outlet 413

Third valve 420

Third valve inlet 421

Fourth valve inlet 422

Fifth valve outlet 423

Cooling liquid storage device 510

First power device 520

First heating device 530

Fourth heat exchanger 610

Seventh inlet 611

Eighth inlet 612

Seventh outlet 613

Eighth outlet 614

Fourth valve 620

Fifth valve inlet 621

Seventh valve outlet 622

First port 623

Fifth valve 630

Sixth valve inlet 631

Seventh valve inlet 632

Eighth valve outlet 633

Sixth valve 640

Eighth valve inlet 641

Ninth valve outlet 642

Tenth valve outlet 643

Seventh valve 650

Ninth valve inlet 651

Second port 652

Third port 653

Air conditioning system 810

Cold air inlet 811

Hot air inlet 812

Air blowing opening 813

Air outlet 814

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.

The numbering of the components as such, e.g., "first", "second", etc., is used herein for the purpose of describing the objects only, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present application and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be considered as limiting the present application.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

Referring to fig. 1, an energy comprehensive utilization system 10 according to an embodiment of the present disclosure includes a first heat exchanger 210, a second heat exchanger 220, and a third heat exchanger 230. The first heat exchanger 210 includes a first inlet 211, a second inlet 212, a first outlet 213, and a second outlet 214. The first inlet 211 is configured to be connected to the coolant outlet 111 of the fuel cell stack 110. The second inlet 212 is adapted to be connected to the air charging device 200. The second outlet 214 is adapted to be connected to the air inlet 112 of the fuel cell stack 110. The second heat exchanger 220 includes a third inlet 221, a fourth inlet 222, a third outlet 223, and a fourth outlet 224. The third inlet 221 is connected to the first outlet 213. The fourth inlet 222 is adapted to be connected to the first blower 120. The fourth outlet 224 is used to warm the cabin or cabin 101.

The third heat exchanger 230 includes a fifth inlet 231, a sixth inlet 232, a fifth outlet 233, and a sixth outlet 234. The fifth inlet 231 is connected to the third outlet 223. The fifth outlet 233 is used to connect with the coolant inlet 113 of the fuel cell stack 110. The sixth inlet 232 is adapted to be connected to the hydrogen source 102. The sixth outlet 234 is used in conjunction with the hydrogen inlet 114 of the fuel cell stack 110.

The energy comprehensive utilization system 10 provided by the embodiment of the application comprises the first heat exchanger 210, the second heat exchanger 220 and the third heat exchanger 230. The coolant outlet 111, the air charging device 200, and the air inlet 112 are respectively connected to the first heat exchanger 210. The cooling liquid flowing out of the cooling liquid outlet 111 exchanges heat with the air flowing out of the air supercharging device 200 through the first heat exchanger 210, so as to adjust the air temperature. The coolant flowing out of the first heat exchanger 210 enters the second heat exchanger 220, so that the temperature of the cab or cabin 101 is adjusted. The cooling liquid coming out of the second heat exchanger 220 enters the third heat exchanger 230 for exchanging heat with hydrogen, and meanwhile, the cooling of the cooling liquid and the heating of the hydrogen are realized. The energy comprehensive utilization system 10 realizes energy allocation among cooling liquid, air and hydrogen through the first heat exchanger 210, the second heat exchanger 220 and the third heat exchanger 230. The energy comprehensive utilization system 10 also realizes the regulation of the temperature of the cab or cabin 101, thereby realizing the comprehensive utilization of the internal energy of the fuel cell automobile.

The fuel cell stack 110 is a device for generating electricity by reacting hydrogen with oxygen in air, and has a cooling pipe inside for dissipating heat from the stack.

The first heat exchanger 210, the second heat exchanger 220, and the third heat exchanger 230 may be of the same type or different types.

In one embodiment, the first heat exchanger 210 and the third heat exchanger 230 are submerged heat exchangers. The second heat exchanger 220 is an air-cooled heat exchanger.

The air inlet of the air charging device 200 is adapted to communicate with the atmosphere. The air supercharging device 200 is used to compress air to increase the pressure of the air to the preset inlet pressure of the fuel cell stack 110.

In one embodiment, the air pressurizing assembly 200 is a blower.

Air enters the air supercharging device 200 through the electromagnetic valve, and the air temperature is increased through supercharging. The air enters the first heat exchanger 210 again, and enters the air inlet 112 of the fuel cell stack 110 after heat exchange. The air reacts with hydrogen within the fuel cell stack 110 to produce electrical power and some waste heat, with the remaining air flowing out of the fuel cell stack 110.

In one embodiment, the coolant with higher temperature flows into the first heat exchanger 210 from the coolant outlet 111, and the pressurized air also enters the first heat exchanger 210. Air exchanges heat with water in the first heat exchanger 210. When the charge air is below the coolant temperature, the coolant warms the charge air. When the temperature of the coolant is higher than the temperature of the coolant, the coolant cools the charge air.

In one embodiment, the cooling liquid is a liquid with a low condensation point and a large heat capacity, and may be ethylene glycol antifreeze liquid.

In one embodiment, the temperature of the coolant exiting the first heat exchanger 210 is higher than the temperature of the air in the atmospheric environment, and the coolant exiting the first heat exchanger 210 enters the second heat exchanger 220. Air enters the second heat exchanger 220 through the first blower 120 to exchange heat with the cooling fluid. The temperature of the air is raised for heating the cabin or cabin 101.

The hydrogen source 102 includes a high pressure hydrogen tank or a liquid hydrogen tank.

Referring also to fig. 2, in one embodiment, the integrated energy utilization system 10 further includes a first pipe 310, a first valve 320, and a second pipe 330. One end of the first pipe 310 is connected to the fifth outlet 233. The other end of the first pipe 310 is used for connecting with the cooling liquid inlet 113. The first valve 320 includes a first valve inlet 321, a first valve outlet 322, and a second valve outlet 323. The first valve inlet 321 is connected to the first outlet 213. The first valve outlet 322 is connected to the third inlet 221. One end of the second pipe 330 is connected to the second valve outlet 323. The other end of the second pipe 330 is connected to the first junction 331 of the first pipe 310.

The first valve 320 is a three-way proportional control valve.

In one embodiment, when the temperature of the coolant exiting from the first heat exchanger 210 is low, such as when the fuel cell stack 110 is cold started, the coolant exiting from the first heat exchanger 210 directly flows back to the coolant inlet 113 through the first valve 320 via the second pipeline 330 and the first pipeline 310.

In one embodiment, when the cab or cabin 101 has a warming requirement but the temperature of the coolant from the first heat exchanger 210 is not very high, the flow rates of the coolant at the first valve outlet 322 and the second valve outlet 323 are distributed by adjusting the opening ratio of the first valve 320. Part of the coolant enters the second heat exchanger 220 and the third heat exchanger 230 to supply heat to the cab or cabin 101 and to supply heat to the hydrogen. A portion of the cooling fluid enters the second pipe 330 and the first pipe 310 and flows back to the cooling fluid inlet 113.

In one embodiment, the ess 10 further includes a second valve 410 and a third valve 420. The second valve 410 includes a second valve inlet 411, a third valve outlet 412, and a fourth valve outlet 413. The second valve inlet 411 is connected to the third outlet 223. The third valve outlet 412 is connected to the fifth inlet 231. The third valve 420 includes a third valve inlet 421, a fourth valve inlet 422, and a fifth valve outlet 423. The third valve inlet 421 is connected to the fourth valve outlet 413. The fourth valve inlet 422 is connected to the fifth outlet 233. The fifth valve outlet 423 is used for connecting with the cooling liquid inlet 113.

The second valve 410 is a three-way proportional regulating valve. The third valve 420 is a three-way valve. The flow of the cooling fluid into the third heat exchanger 230 can be regulated by the second valve 410 and the third valve 420.

In one embodiment, the integrated energy utilization system 10 further includes a coolant storage device 510. The coolant storage device 510 is disposed in the first pipeline 310 and connected between the fifth valve outlet 423 and the first junction 331.

The coolant storage device 510 includes a liquid storage tank, or other storage container.

Referring also to fig. 3, in one embodiment, the integrated energy utilization system 10 further includes a first power plant 520. The first power device 520 is disposed on the first pipeline 310, and the first power device 520 is configured to be connected between the first junction 331 and the cooling liquid inlet 113. The first power plant 520 includes a pump.

In one embodiment, the integrated energy utilization system 10 further includes a first heating device 530. The first heating device 530 is disposed on the first pipeline 310, and the first heating device 530 is configured to be connected between the first power device 520 and the cooling fluid inlet 113.

When the temperature of the cooling fluid is low, the first heating device 530 is configured to heat the cooling fluid to reach a predetermined temperature, so as to ensure the stability of the fuel cell stack 110.

During the operation of the integrated energy utilization system 10, the first heat exchanger 210 continuously operates. When the cooling water is insufficient to provide heat to both the cabin 101 and the hydrogen, the first blower 120 is preferably turned off to deactivate the second heat exchanger 220.

When the temperature of the cooling water is high and needs to be reduced, but the temperature of the cab or the cabin 101 does not need to be increased, only the air from the fourth outlet 224 of the second heat exchanger 220 needs to be exhausted to the atmosphere.

Referring also to fig. 4, in one embodiment, the integrated energy utilization system 10 further includes a fourth heat exchanger 610. The fourth heat exchanger 610 includes a seventh inlet 611, an eighth inlet 612, a seventh outlet 613, and an eighth outlet 614. The seventh inlet 611 is used for connecting with the hydrogen source 102. The eighth inlet 612 is adapted to be connected to the second blower 130. The seventh outlet 613 is connected to the sixth inlet 232. The eighth outlet 614 is used to cool the cab or cabin 101.

The second blower 130 is used to blow air in the atmospheric environment into the fourth heat exchanger 610. And the air in the atmospheric environment and the hydrogen complete heat exchange. The temperature of the hydrogen gas increases. The temperature of the air decreases.

When the cab or the cabin 101 needs to be cooled, the cold air coming out of the eighth outlet 614 is used for cooling the cab or the cabin 101. When the cabin or cabin 101 does not need to be cooled, the cool air from the eighth outlet 614 is exhausted to the atmosphere.

Referring also to fig. 5, in one embodiment, the energy source complex system 10 further includes a fourth valve 620 and a fifth valve 630.

The fourth valve 620 includes a fifth valve inlet 621, a seventh valve outlet 622, and a first port 623. The fifth valve inlet 621 is connected to the seventh outlet 613. The seventh valve outlet 622 is connected to the sixth inlet 232.

The fifth valve 630 includes a sixth valve inlet 631, a seventh valve inlet 632, and an eighth valve outlet 633. The sixth valve inlet 631 is connected to the sixth outlet 234. The eighth valve outlet 633 is used for connecting the hydrogen inlet 114. The seventh valve inlet 632 is connected to the first port 623.

The fourth valve 620 is a three-way proportional control valve.

When the cooling liquid does not need to flow through the third heat exchanger 230, so as to achieve the purpose of cooling, the fourth valve 620 is adjusted. The fifth valve inlet 621 of the fourth valve 620 is communicated with the first port 623, and the seventh valve outlet 622 is closed. The sixth valve inlet 631 of the fifth valve 630 is closed. The seventh valve inlet 632 and the eighth valve outlet 633 are in communication. The hydrogen gas does not pass through the third heat exchanger 230.

Referring also to fig. 6, in one embodiment, the energy source complex system 10 further includes a sixth valve 640 and a seventh valve 650. The sixth valve 640 includes an eighth valve inlet 641, a ninth valve outlet 642, and a tenth valve outlet 643. The eighth valve inlet 641 is configured to connect with the hydrogen source 102. The ninth valve outlet 642 and the seventh inlet 611. The seventh valve 650 includes a ninth valve inlet 651, a second port 652, and a third port 653. The ninth valve inlet 651 is connected to the tenth valve outlet 643. The second port 652 is in communication with the first port 623. The third port 653 is connected to the seventh valve inlet 632.

In normal conditions, the eighth valve inlet 641 is in communication with the ninth valve outlet 642. The tenth valve outlet 643 is closed. The fifth valve inlet 621 and the seventh valve outlet 622 are in communication. The first port 623 is closed. The sixth valve inlet 631 and the eighth valve outlet 633 are in communication. The seventh valve inlet 632 is closed.

When the fourth heat exchanger 610 requires defrosting, the eighth valve inlet 641 is communicated with the tenth valve outlet 643, and the ninth valve outlet 642 is closed. The ninth valve inlet 651 is in communication with the second port 652. The third port 653 is closed. The sixth valve inlet 631 and the eighth valve outlet 633 are in communication. The seventh valve inlet 632 is closed.

When the cooling liquid does not need to be cooled down by the third heat exchanger 230, the eighth valve inlet 641 is communicated with the ninth valve outlet 642. The tenth valve outlet 643 is closed. The fifth valve inlet 621 communicates with the first port 623. The seventh valve outlet 622 is closed. The sixth valve inlet 631 is closed. The seventh valve inlet 632 and the eighth valve outlet 633 are in communication. In one embodiment, the energy source complex utilizing system 10 further comprises a solenoid valve disposed between the eighth valve inlet 641 and the hydrogen source 102. The solenoid valve is a pressure reducing valve for controlling the outlet pressure of the hydrogen source 102.

A temperature and pressure sensor is disposed between the solenoid valve and the eighth valve inlet 641 for monitoring the temperature and pressure of the hydrogen gas at the eighth valve inlet 641.

In one embodiment, the integrated energy utilization system 10 further includes a temperature and pressure sensor disposed between the seventh outlet 613 and the fifth valve inlet 621 for monitoring the temperature and pressure of the hydrogen gas before the fifth valve inlet 621.

In one embodiment, the integrated energy utilization system 10 further comprises a temperature and pressure sensor disposed between the seventh valve outlet 622 and the sixth inlet 232 for monitoring the hydrogen temperature and pressure at the sixth inlet 232.

In one embodiment, the integrated energy utilization system 10 further comprises a temperature and pressure sensor disposed between the sixth outlet 234 and the sixth valve inlet 631 for monitoring the hydrogen temperature at the sixth outlet 234.

In one embodiment, the integrated energy utilization system 10 further includes a temperature control box 140. The temperature control box 140 is connected between the hydrogen inlet 114 and the eighth valve outlet 633. The temperature control box 140 is used for heating the hydrogen.

The temperature control box 140 has a heater with adjustable power therein, and is used for controlling the temperature of the hydrogen in the temperature control box 140.

In one embodiment, valves are respectively connected to two sides of the temperature control box 140. The valve between the eighth valve outlet 633 and the temperature control box 140 is used to control the hydrogen flow rate flowing into the temperature control box 140, thereby controlling the pressure in the temperature control box 140.

The opening of the valve between the temperature control tank 140 and the hydrogen inlet 114 is controllable to control the flow rate into the fuel cell stack 110.

In one embodiment, the thermal control box 140 is connected to a temperature and pressure sensor for monitoring temperature and pressure.

In one embodiment, the integrated energy utilization system 10 further includes a temperature and pressure sensor disposed at the hydrogen inlet 114.

In one embodiment, the integrated energy utilization system 10 further includes a temperature and pressure sensor disposed at the cooling fluid inlet 113.

In one embodiment, the integrated energy utilization system 10 further includes a temperature and pressure sensor disposed at the cooling fluid outlet 111.

In one embodiment, the integrated energy utilization system 10 further includes a temperature and pressure sensor disposed at the air inlet 112.

In one embodiment, the integrated energy utilization system 10 further includes the air conditioning system 810. The air conditioning system 810 includes a cold air inlet 811, a hot air inlet 812, an air blowing port 813, and an air discharging port 814. The cold air inlet 811 is in communication with the eighth outlet 614. The hot air inlet 812 communicates with the third outlet 223. The air blowing port 813 is used for blowing air into the cab or the cabin 101. The exhaust vent 814 is used to communicate with the external environment.

The air conditioning system 810 is connected with the fourth heat exchanger 610, the air outlet of the second heat exchanger 220 and the cab or the cabin 101 through air ducts. The fourth heat exchanger 610 provides cold air to the air conditioning system 810, the second heat exchanger 220 provides hot air to the air conditioning system 810, and the air conditioning system 810 provides cold air or hot air to the cab or cabin 101 according to the user's demand. The air conditioning system 810 has an air duct valve (or baffle) inside. The air duct valve (or baffle) controls the cold air or hot air duct to be communicated with or separated from the cab or the cabin 101, and the opening degree of the air duct valve (or baffle) is adjustable, so that the air supply quantity to the cab or the cabin 101 is controlled.

Besides, the air conditioning system 810 has a cooling and heating function and the cooling and heating power is controllable. When the cool air supplied by the fourth heat exchanger 610 cannot meet the temperature adjusting requirement of the user for the cab or the cabin 101, the cooling function of the air conditioning system 810 is activated for auxiliary cooling. The cooling power is adjusted by a user or a set internal control program.

When the hot air supplied by the second heat exchanger 220 cannot meet the temperature adjusting requirement of the user for the cab or the cabin 101, the heating function of the air conditioning system 810 is activated to assist heating. The heating power is adjusted by the user or by a set internal control program. When the evaporator of the air conditioning system 810 frosts, the air outlet of the second heat exchanger 220 is communicated with the air duct of the evaporator for defrosting by controlling the air duct valve (or baffle) inside the air conditioning system 810.

When the surface of the fourth heat exchanger 610 is frosted, the defrosting is performed by controlling the air duct valve (or baffle) inside the air conditioning system 810 to be communicated with the air duct of the fourth heat exchanger 610.

The energy comprehensive utilization system 10 realizes the allocation of heat and cold among hydrogen, cooling liquid, air and a cab through a plurality of heat exchangers, and realizes the integrated utilization of energy.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-described examples merely represent several embodiments of the present application and are not to be construed as limiting the scope of the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.