Vehicle air conditioner powered by a biofuel solid oxide fuel cell

Abstract

The present invention discloses a vehicle air conditioner based on power generation of a biofuel solid oxide fuel cell, which relates to the technical field of vehicle air conditioners, and solves the technical problems of large energy consumption and poor temperature regulation effect of vehicle air conditioners. The key points of its technical solution are that the air conditioning system is based on a biofuel solid oxide fuel cell. By controlling the opening and closing degree of components through a control subsystem, in a high-temperature environment, it drives the refrigeration subsystem and its subsequent treatment devices to lower the temperature inside the vehicle; in a low-temperature environment, it drives the heating subsystem to utilize the thermal energy generated by the thermoelectric coupling during the operation of the fuel cell to increase the temperature inside the vehicle, creating a comfortable interior environment for the vehicle. While meeting the comfort requirements of passengers, it reduces energy consumption and protects the environment. In addition, this design is also equipped with an additional energy storage subsystem to store the excess electric energy during the operation of the fuel cell for use by other power-consuming devices of the vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicle air conditioners, and particularly to a vehicle air conditioner device based on power generation by a biofuel solid oxide fuel cell. Background Art

[0002] With the rapid development of economy and technology, the living standards of people have been continuously improved, the vehicle ownership has been increasing, and the requirements for the in-vehicle comfort during driving have also been continuously enhanced. Therefore, drivers rely more and more on the vehicle air conditioning system to create a comfortable driving environment. At present, most of the traditional in-vehicle environment temperature regulation systems are non-independent air conditioning systems directly driven by the vehicle engine to operate the refrigeration compressor. This means that the air conditioning system can only operate when the engine is working. If the vehicle is in a parked state, the air conditioning system will not be able to run, thus failing to meet the needs of passengers for comfort and some special applications. At the same time, since the compressor in the non-independent air conditioning system operates driven by the engine, the operation of the air conditioning system will consume part of the power of the engine, seriously affecting the power performance of the vehicle. According to statistics, when the vehicle air conditioner is operating, the fuel consumption per 100 kilometers of the vehicle will increase by 1 - 2L, resulting in an increase in fuel consumption and thus an increase in vehicle exhaust emissions. In addition, this refrigeration method also has defects such as large volume, high power consumption of the vehicle, and unstable temperature regulation effect. Therefore, under such background conditions, researching electric air conditioners on fuel vehicles has important value. Summary of the Invention

[0003] This application provides a vehicle air conditioner device based on power generation by a biofuel solid oxide fuel cell, and its technical purpose is to replace the non-independent air conditioning system directly driven by the traditional vehicle engine to operate the refrigeration compressor, create a comfortable in-vehicle environment, reduce the energy consumption of vehicle air conditioner operation, and save fossil fuel resources.

[0004] The above technical purpose of this application is achieved through the following technical solutions:

[0005] A vehicle air conditioner device based on power generation by a biofuel solid oxide fuel cell includes a power subsystem, a refrigeration subsystem, a heating subsystem, an energy storage subsystem, and a control subsystem; the power subsystem is respectively connected to the refrigeration subsystem, the heating subsystem, the energy storage subsystem, and the control subsystem;

[0006] The power subsystem includes a cathode channel, a cathode, an electrolyte, an anode, and an anode channel which are arranged in sequence from top to bottom;

[0007] Air is introduced into the inlet end of the cathode channel, and water generated by the reaction is output from the outlet end. The lower surface is connected to the front surface of the cathode;

[0008] Biofuel is introduced into the inlet end of the anode channel, and CO2 generated by the reaction is output from the outlet end. The lower surface is connected to the front side of the anode.

[0009] The electrolyte is located between the back side of the cathode and the back side of the anode.

[0010] Further, the refrigeration subsystem includes a first heat sink, a first cooling fan, a heat conduction copper pipe, a semiconductor hot end, a semiconductor cold end, a sponge gasket, a cold conduction sheet, a cold dissipation fan, and a cold conduction copper pipe; silicone grease is provided on the sponge gasket; one end of the heat conduction copper pipe is embedded on the semiconductor hot end and the other end is embedded on the first heat sink; the first cooling fan is arranged at both ends of the first heat sink; one end of the cold conduction copper pipe is embedded on the semiconductor cold end and the other end is embedded on the cold conduction sheet; the cold dissipation fan is arranged at both ends of the cold conduction sheet; the semiconductor hot end is placed on the heat conduction copper pipe; the semiconductor cold end is placed on the cold conduction copper pipe; one sponge gasket is fixed to both the semiconductor hot end and the semiconductor cold end.

[0011] Further, the heating subsystem includes a second cooling fan, a second heat sink, a medium pipeline, a heat exchanger, a second tail gas pipeline, a third tail gas pipeline, a second electric butterfly valve, a second check valve, a third electric butterfly valve, and a small motor; the second electric butterfly valve is fixed at the inlet of the second tail gas pipeline; the second tail gas pipeline is connected to the inlet of the heat exchanger and extends out from the corresponding outlet; the third tail gas pipeline is connected to the outlet of the heat exchanger; the second check valve is fixed at the end of the third tail gas pipeline; the medium pipeline is a closed loop and is respectively connected to the heat exchanger and the second heat sink; the small motor is fixed on the medium pipeline entering the heat exchanger, and the third electric butterfly valve is fixed on the medium pipeline extending out from the heat exchanger; the second cooling fan is arranged at both ends of the second heat sink.

[0012] Further, the energy storage subsystem includes a third switch and a storage battery connected to each other. When the third switch is closed, current flows from the power subsystem to the storage battery.

[0013] Further, the control subsystem includes a first electric butterfly valve, a first check valve, a second electric butterfly valve, a second check valve, a third electric butterfly valve, a small motor, a regulating resistor Rc, a first switch, a thermistor, a D / A converter, a second switch, a PLC programmable logic controller, and an A / D converter; the signal input end of the thermistor is placed in the carriage, and the output end is connected in parallel with the D / A converter and the first switch to form a parallel circuit; this parallel circuit is connected in series with the second switch, the A / D converter, the PLC programmable logic controller, and the regulating resistor Rc; the signal input ends of the first electric butterfly valve, the second electric butterfly valve, the third electric butterfly valve, and the small motor are respectively connected to the signal output end of the PLC programmable logic controller;

[0014] The first electric butterfly valve and the first check valve are fixed on the first exhaust gas pipeline; the second electric butterfly valve is fixed on the second exhaust gas pipeline; the second check valve is fixed on the third exhaust gas pipeline; the third electric butterfly valve and the small motor are fixed on the medium pipeline.

[0015] Further, the electrolyte is composed of multiple electrolyte stacks.

[0016] Further, the first heat sink, the first cooling fan, the heat conducting copper tube, and the semiconductor hot end are placed outside the carriage; the inlet section of the first cooling fan is connected to the outside air of the carriage, and the outlet section faces the first heat sink; the semiconductor cold end, the cold conducting sheet, the cold air blower, and the cold conducting copper tube are placed inside the carriage; the inlet section of the cold air blower is connected to the inside air of the carriage, and the outlet section faces the cold conducting sheet.

[0017] Further, the semiconductor hot end and the semiconductor cold end are composed of multiple semiconductor chips.

[0018] Further, the second cooling fan and the second heat sink are placed inside the carriage; the inlet section of the second cooling fan is connected to the inside air of the carriage, and the outlet section faces the second heat sink; the two groups of tube bundles in the heat exchanger are respectively the medium pipeline and the second exhaust gas pipeline; hot water flows in the medium pipeline; the inlet of the second exhaust gas pipeline is connected to the exhaust gas generated by the power subsystem, and the outlet is connected to the third exhaust gas pipeline.

[0019] The beneficial effects of this application are as follows: Compared with the prior art, the vehicle air conditioner device based on a biofuel solid oxide fuel cell power generation in the embodiment of this application replaces the traditional automotive air conditioner based on a vapor compression refrigeration system, creates a comfortable in-vehicle environment, reduces the operating energy consumption of the automotive air conditioner, and saves fossil fuel resources. Specifically, it includes:

[0020] (1) The device of the embodiment of the present application establishes five subsystems, namely, a power subsystem, a refrigeration subsystem, a heating subsystem, an energy storage subsystem and a corresponding control subsystem, which combines fuel cell technology with thermoelectric refrigeration technology, thermoelectric coupling technology and high-efficiency energy storage technology. Based on the biofuel solid oxide fuel cell, in a high temperature environment, the semiconductor refrigeration subsystem and its subsequent processing device are driven to reduce the temperature inside the vehicle; in a low temperature environment, the thermoelectric coupling device is driven to use the heat energy generated during the operation of the fuel cell to increase the temperature inside the vehicle. In addition, the additional energy storage subsystem can store excess electrical energy during the operation of the fuel cell for use by other power-consuming devices in the vehicle, forming a heat-cold-electricity-storage coupling supply, making full use of the chemical energy of biofuels. Compared with traditional steam compression automotive refrigeration and air conditioning, it reduces fossil fuel consumption, saves resources, and produces beneficial energy-saving effects;

[0021] (2) The control subsystem of the embodiment of the present application can intelligently sense changes in the temperature inside the vehicle, select the air conditioning mode to set the temperature inside the vehicle according to the wishes of the passengers, calculate the deviation value according to the working state that the cooling subsystem or the heating subsystem should be in, and send instructions accordingly, and can intelligently adjust the system state according to the feedback of the temperature inside the vehicle, and further adjust the temperature inside the vehicle to a preset value, so as to maintain a comfortable environment inside the vehicle and produce a beneficial comfort effect;

[0022] (3) The power subsystem of the embodiment of the present application uses biofuels to replace fossil fuels. It is easy to store, transport and use at room temperature and pressure. It has no open flame and is less dangerous. While saving resources, it can ensure that the emission products are clean and can be reused. It is pollution-free and has beneficial environmental and safety effects. In addition, the application of solid oxide fuel cell technology has achieved a qualitative leap in fuel conversion efficiency. Since it is not restricted by the Carnot cycle and there is no combustion process, the theoretical efficiency can reach an astonishing 90% or even 100%, which plays a very important role in improving the efficiency of the combined power supply system and reducing costs, and produces beneficial economic effects.

[0023] (4) The heating subsystem of the embodiment of the present application uses thermoelectric coupling technology to fully utilize the high-temperature exhaust gas emitted by the power subsystem to achieve the effect of "turning waste into treasure", improve the utilization efficiency of the system, and produce a beneficial recycling effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic diagram of the overall system of a vehicle air conditioning device according to an embodiment of the present application;

[0025] Figure 2 This is a schematic diagram of the control subsystem structure in an embodiment of the present application;

[0026] Figure 3 This is a schematic diagram of the structure of the power subsystem in the embodiment of the present application;

[0027] Figure 4 It is a schematic structural diagram of the refrigeration subsystem in the embodiment of the present application;

[0028] Figure 5 It is a schematic structural diagram of the heating subsystem in the embodiment of the present application;

[0029] In the figure: 1 - cathode channel; 2 - cathode; 3 - electrolyte; 4 - anode; 5 - anode channel; 6 - first heat sink; 7 - first cooling fan; 8 - heat conduction copper tube; 9 - semiconductor hot end; 10 - semiconductor cold end; 11 - silicone grease + sponge gasket; 12 - cold conduction sheet; 13 - cold dissipation fan; 14 - cold conduction copper tube; 15 - second cooling fan; 16 - second heat sink; 17 - medium pipeline; 18 - heat exchanger; 19a - first tail gas pipeline; 19b - second tail gas pipeline; 19c - third tail gas pipeline; 20 - storage battery; 21 - first electric butterfly valve; 22 - first check valve; 23 - second electric butterfly valve; 24 - second check valve; 25 - third electric butterfly valve; 26 - small motor; 27 - regulating resistor Rc; 28 - first switch; 29 - thermistor; 30 - D / A converter; 31 - second switch; 32 - PLC programmable logic controller; 33 - A / D converter; 34 - third switch. Specific embodiments

[0030] The technical solution of the present application will be described in detail below with reference to the accompanying drawings.

[0031] As Figure 1 shown, a vehicle air conditioner device based on a biofuel solid oxide fuel cell power generation includes a power subsystem, a refrigeration subsystem, a heating subsystem, an energy storage subsystem, and a control subsystem. In the above embodiment, the grade of mechanical energy (mainly reflected in the form of electricity) is significantly higher than that of thermal energy and cold energy. The power subsystem is the driving source of this design, so the power subsystem plays a crucial role in the performance of this design.

[0032] In the above embodiments, the control subsystem unit includes a first electric butterfly valve 21 (for controlling the direction and flow rate of the directly discharged tail gas), a first check valve 22 (normally open, to prevent the reverse flow of the tail gas), a second electric butterfly valve 23 (for controlling the direction and flow rate of the tail gas before entering the heat exchanger), a second check valve 24 (normally open, to prevent the reverse flow of the tail gas), a third electric butterfly valve 25 (for controlling the flow rate of water), a small motor 26 (for driving the heat exchange of the medium flow), a regulating resistor Rc 27 (for controlling the magnitude of the current), a first switch 28 (for adjusting the refrigeration and heating modes), a thermistor 29 (for measuring the vehicle interior environment temperature and transmitting a voltage signal), a D / A converter 30 (for converting a digital signal into a voltage signal), a second switch 31 (for turning on / off the air conditioner), a PLC programmable logic controller 32 (for issuing control instructions), an A / D converter 33 (for converting a voltage signal into a digital signal), and a third switch 34 (normally closed, for cutting off the energy storage system).

[0033] Preferably, when the vehicle is in a high-temperature environment and the vehicle interior environment temperature needs to be reduced, such as Figure 2 (a) As described, the passenger turns on the air conditioner, that is, closes the second switch 31, and the thermistor 29 starts to work to measure the ambient temperature t. After the thermistor 29 is heated, its resistance value changes, and a voltage signal is transmitted to the A / D converter 33; at the same time, the passenger adjusts the air conditioner mode to refrigeration and sets the expected temperature t0, that is, closes the first switch 28 and inputs a digital signal on the D / A converter 30. This digital signal also becomes a voltage signal through the D / A converter 30 and is transmitted to the A / D converter 33. The A / D converter 33 converts the two voltage signals into digital signals respectively and transmits them to the PLC programmable logic controller 32. The PLC programmable logic controller 32 calculates the difference between t and t0 and issues control instructions. The resulting effects are: the semiconductor refrigeration chip starts to work, the first electric butterfly valve is fully opened by 100%, the second electric butterfly valve is fully closed by 100%, the third electric butterfly valve is fully closed by 100%, and the small motor 26 is turned off, resulting in a reduction in the vehicle interior temperature and the temperature is fed back to the thermistor 29 again. Repeat the above process. The regulating resistor Rc 27 adjusts the current and partial voltage magnitudes according to the PLC instructions to control the cold end temperature of the semiconductor refrigeration chip until t = t0. During this process, the cold quantity generated at the cold end is diffused into the carriage through the heat conducting sheet and the fan, which can effectively control the sensible heat in the vehicle and adjust the vehicle interior temperature to the expected value.

[0034] Preferably, when the vehicle is in a low-temperature environment and the vehicle interior environment temperature needs to be increased, such as Figure 2(b) As described above, when the passenger turns on the air conditioner, the second switch 31 is closed, and the thermistor 29 starts to work to measure the ambient temperature t. After the thermistor 29 is heated, its resistance value changes, and a voltage signal is transmitted to the A / D converter 33. At the same time, the passenger adjusts the air conditioner mode to the heating mode and sets the expected temperature t0, that is, the first switch 28 is closed and a digital signal is input on the D / A converter 30. This digital signal also becomes a voltage signal through the D / A converter 30 and is transmitted to the A / D converter 33. The A / D converter 33 converts the two voltage signals into digital signals respectively and transmits them to the PLC programmable logic controller 32. The PLC programmable logic controller 32 calculates the difference between t and t0 and issues a control instruction. The resulting effects are as follows: the semiconductor refrigeration sheet stops working, the first electric butterfly valve 21 opens partially according to the PLC instruction, the second electric butterfly valve 23 opens partially according to the PLC instruction, the third electric butterfly valve 25 opens partially according to the PLC instruction, and the small motor 26 starts, causing the temperature inside the vehicle to rise and the temperature to be fed back to the thermistor 29 again. Repeat the above process. The first electric butterfly valve 21, the second electric butterfly valve 23, and the third electric butterfly valve 25 adjust the size of the valve plate according to the PLC instruction to control the exhaust gas flow and the medium flow until t = t0. During this process, the heat absorbed by the radiator is diffused into the carriage by the blower, which can effectively control the cold quantity inside the vehicle and adjust the temperature inside the vehicle to the expected value.

[0035] Preferably, when the air conditioner does not need to operate, such as Figure 2 (c) As described above, when the passenger turns off the air conditioner, that is, the second switch 31 is turned on. At this time, the semiconductor refrigeration sheet stops working, the first electric butterfly valve is fully open at 100%, the second electric butterfly valve is fully closed at 100%, the third electric butterfly valve is fully closed at 100%, and the small motor 26 is turned off. The current generated by the power subsystem all enters the storage battery through the third switch 34.

[0036] In the above embodiment, the power subsystem includes a cathode channel 1, a cathode 2, an electrolyte 3, an anode 4, and an anode channel 5, as Figure 3 shown. The air enters the cathode channel 1. As Figure 3 described above, the outlet is H2O; the biofuel (such as CH3OH, C2H5OH, etc.) enters the anode channel 5, and the outlet is CO2. The CO2 passes through the first exhaust gas pipe 19a or the second exhaust gas pipe 19b. When the solid oxide fuel cell starts to work, the fluids in the cathode channel 1 and the anode channel 5 diffuse to the cathode and the anode by concentration difference, and reduction reaction and oxidation reaction occur respectively.

[0037] In the above embodiment, since the current generated by the solid oxide fuel cell is direct current, and the drive required by the semiconductor refrigeration sheet is also direct current, therefore, it is considered to combine the power subsystem and the refrigeration subsystem. As Figure 4As shown in the figure, the refrigeration subsystem includes a first heat sink 6, a first cooling fan 7, a heat-conducting copper tube 8, a semiconductor hot end 9, a semiconductor cold end 10, a silicone grease + sponge gasket 11, a heat-conducting sheet 12, a cooling fan 13, and a heat-conducting copper tube 14. When the direct current generated from the power subsystem enters the semiconductor refrigeration chip, due to the thermoelectric effect, heat and cold will be generated on both sides of the semiconductor respectively.

[0038] Preferably, the semiconductor cold end 10 enters the carriage and is connected to the silicone grease and sponge gasket 11 (which are used to enhance heat conduction and reduce contact stress respectively). The heat-conducting copper tube 14 absorbs the transferred cold and concentrates it on the heat-conducting sheet 12. The cooling fans 13 on both sides of the heat-conducting sheet 12 diffuse the cold into the carriage environment. Since heat is generated on the other side of the semiconductor, which will affect the air-conditioning COP and even damage the semiconductor, it is also necessary to diffuse the heat into the environment outside the carriage. The heat dissipation device for the semiconductor hot end 9 is similar to that of the cold end.

[0039] In the above embodiment, the operating conditions of the solid oxide fuel cell are medium to high temperature (500 - 800 °C). Therefore, although the direct emission of the tail gas CO2 generated by the biofuel is harmless to the environment, a large amount of heat energy is wasted. In order to make full use of this part of the heat energy, it is considered to combine the power subsystem with the heating subsystem. As Figure 5 shown in the figure, the heating subsystem includes a second cooling fan 15, a second heat sink 16, a medium pipeline 17, a heat exchanger 18, a second tail gas pipeline 19b, a third tail gas pipeline 19c, a second electric butterfly valve 23, a second check valve 24, a third electric butterfly valve 25, and a small motor 26.

[0040] Preferably, when the heating subsystem is closed, the second electric butterfly valve 23 is fully closed to prevent the tail gas from entering the heat exchanger 18. When the heating subsystem is turned on, the second electric butterfly valve 23 is partially opened, and the tail gas enters the heat exchanger 18 from the inlet of the second tail gas pipeline 19b and is released from the outlet of the third tail gas pipeline 19c after heat exchange. It passes through the second check valve 24 to prevent the tail gas from entering the heat exchanger 18 again. At the same time, the third electric butterfly valve 25 is partially opened, and the small motor 26 is turned on to drive the medium to enter the heat exchanger 18, absorb the heat of the tail gas, and then transfer the heat to the second heat sink 16. The second cooling fans 15 on both sides diffuse the heat in the second heat sink 16 into the carriage. Among them, the flow rates of the tail gas and the medium can be adjusted by adjusting the opening degrees of the second electric butterfly valve 23 and the third electric butterfly valve 25 respectively, so as to adjust the heat exchange efficiency and control the medium temperature.

[0041] In the above embodiments, when considering the operation of the combined heat and power system, the start-stop mode and operating state of the power subsystem will directly affect the working efficiency and operating benefits of the combined heat and power unit. A reasonable start-up strategy is the prerequisite and foundation for ensuring economical operation. Therefore, this system considers adding an energy storage subsystem on the basis of combined cooling, heating and power, combining high-efficiency energy storage technology with energy conversion technology to solve the problem of mismatch between power generation and power consumption in the power subsystem. As Figure 1 shown, the energy storage subsystem is in a normally open state. When the solid oxide fuel cell is operating, it fully utilizes the chemical energy of the biofuel and stores a part of the electricity as a standby generator for the vehicle, providing electricity for the vehicle lighting system, signal devices, instruments, etc.

[0042] The above are exemplary embodiments of the present application, and the protection scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle air conditioner device based on power generation by a biofuel solid oxide fuel cell, characterized in that It includes a power subsystem, a refrigeration subsystem, a heating subsystem, an energy storage subsystem and a control subsystem; the power subsystem is respectively connected to the refrigeration subsystem, the heating subsystem, the energy storage subsystem and the control subsystem; The power subsystem includes a cathode channel (1), a cathode (2), an electrolyte (3), an anode (4) and an anode channel (5) which are arranged in sequence from top to bottom; Air is introduced into the inlet end of the cathode channel (1), and the water generated by the reaction is output from the outlet end. The lower surface is connected to the front surface of the cathode (2); Biofuel is introduced into the inlet end of the anode channel (5), and the CO2 generated by the reaction is output from the outlet end. The lower surface is connected to the front surface of the anode (4); The electrolyte (3) is located between the back surface of the cathode (2) and the back surface of the anode (4); Among them, the heating subsystem includes a second cooling fan (15), a second heat sink (16), a medium pipeline (17), a heat exchanger (18), a second exhaust gas pipeline (19b), a third exhaust gas pipeline (19c), a second electric butterfly valve (23), a second check valve (24), a third electric butterfly valve (25) and a small motor (26); the second electric butterfly valve (23) is fixed at the inlet of the second exhaust gas pipeline (19b); the second exhaust gas pipeline (19b) is connected to the inlet of the heat exchanger (18) and is led out from the corresponding outlet; the third exhaust gas pipeline (19c) is connected to the outlet of the heat exchanger (18); the second check valve (24) is fixed at the end of the third exhaust gas pipeline (19c); the medium pipeline (17) is a closed loop and is respectively connected to the heat exchanger (18) and the second heat sink (16); the small motor (26) is fixed on the medium pipeline (17) entering the heat exchanger (18), and the third electric butterfly valve (25) is fixed on the medium pipeline (17) led out from the heat exchanger (18); the second cooling fan (15) is arranged at both ends of the second heat sink (16).

2. The vehicle air conditioning device according to claim 1, wherein, The refrigeration subsystem includes a first heat sink (6), a first cooling fan (7), a heat conducting copper tube (8), a semiconductor hot end (9), a semiconductor cold end (10), a sponge gasket (11), a cold conducting sheet (12), a cold dissipating fan (13) and a cold conducting copper tube (14); silicone grease is provided on the sponge gasket (11); one end of the heat conducting copper tube (8) is embedded on the semiconductor hot end (9) and the other end is embedded on the first heat sink (6); the first cooling fan (7) is arranged at both ends of the first heat sink (6); one end of the cold conducting copper tube (14) is embedded on the semiconductor cold end (10) and the other end is embedded on the cold conducting sheet (12); the cold dissipating fan (13) is arranged at both ends of the cold conducting sheet (12); the semiconductor hot end (9) is placed on the heat conducting copper tube (8); the semiconductor cold end (10) is placed on the cold conducting copper tube (14); a sponge gasket (11) is fixed on both the semiconductor hot end (9) and the semiconductor cold end (10).

3. The vehicle air conditioner device according to claim 2, characterized in that, The energy storage subsystem includes a third switch (34) and a storage battery (20) connected to each other. When the third switch (34) is closed, current flows from the power subsystem to the storage battery (20).

4. The vehicle air conditioning device according to claim 3, characterized in that, The control subsystem includes a first electric butterfly valve (21), a first check valve (22), a second electric butterfly valve (23), a second check valve (24), a third electric butterfly valve (25), a small motor (26), a regulating resistor Rc (27), a first switch (28), a thermistor (29), a D / A converter (30), a second switch (31), a PLC programmable logic controller (32), and an A / D converter (33); the signal input end of the thermistor (29) is placed in the carriage, and the output end is in parallel with the D / A converter (30) and the first switch (28) to form a parallel circuit; this parallel circuit is connected in series with the second switch (31), the A / D converter (33), the PLC programmable logic controller (32), and the regulating resistor Rc (27); the signal input ends of the first electric butterfly valve (21), the second electric butterfly valve (23), the third electric butterfly valve (25), and the small motor (26) are respectively connected to the signal output end of the PLC programmable logic controller (32); The first electric butterfly valve (21) and the first check valve (22) are fixed on the first exhaust gas pipeline (19a); the second electric butterfly valve (23) is fixed on the second exhaust gas pipeline (19b); the second check valve (24) is fixed on the third exhaust gas pipeline (19c); the third electric butterfly valve (25) and the small motor (26) are fixed on the medium pipeline (17); wherein, the first exhaust gas pipeline (19a) is used for CO2 at the outlet end of the anode channel (5).

5. The vehicle air-conditioning device according to claim 4, wherein The electrolyte (3) is composed of multiple electrolyte stacks.

6. The vehicle air-conditioning device according to claim 5, wherein The first heat sink (6), the first cooling fan (7), the heat conducting copper tube (8), and the semiconductor hot end (9) are placed outside the carriage; the inlet section of the first cooling fan (7) is connected to the outside air of the carriage, and the outlet section faces the first heat sink (6); the semiconductor cold end (10), the cold conducting sheet (12), the cold air blower (13), and the cold conducting copper tube (14) are placed inside the carriage; the inlet section of the cold air blower (13) is connected to the inside air of the carriage, and the outlet section faces the cold conducting sheet (12).

7. The vehicle air-conditioning device according to claim 6, characterized in that, The semiconductor hot end (9) and the semiconductor cold end (10) are composed of multiple semiconductor chips.

8. The vehicle air conditioning device according to claim 7, wherein, The second cooling fan (15) and the second heat sink (16) are placed inside the carriage; the inlet section of the second cooling fan (15) is connected to the air inside the carriage, and the outlet section is facing the second heat sink (16); the two groups of tube bundles in the heat exchanger (18) are respectively the medium pipeline (17) and the second exhaust gas pipeline (19b); hot water flows in the medium pipeline (17); the inlet of the second exhaust gas pipeline (19b) is connected to the exhaust gas generated by the power subsystem, and the outlet is connected to the third exhaust gas pipeline (19c).

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