Thermal management system of hydrogen fuel cell heavy truck

Abstract

The invention relates to the technical field of new energy heavy truck thermal management systems, and particularly discloses a hydrogen fuel cell heavy truck thermal management system which comprises a high-temperature cooling module, a low-temperature cooling module and a cell and air conditioner integrated cooling module. The high-temperature cooling module and the low-temperature cooling module form a whole vehicle front-end cooling module, and the high-temperature cooling module is used for dissipating heat of the fuel cell stack; the low-temperature cooling module is used for electric control of a motor and auxiliary heat dissipation of a fuel cell, high-temperature waste heat of the fuel cell is used for auxiliary heating of a cockpit and a power cell, and the cell and air conditioner integrated cooling module shares a condenser and an air conditioner compressor; the high-temperature cooling module is used for high-temperature heat dissipation of the fuel cell stack; the condenser assembly is used for cooling a cab air conditioner and a chassis power battery; energy management of the whole vehicle is achieved through accurate control, and through innovative arrangement, the control difficulty of the whole vehicle is reduced, the arrangement compactness of the system is improved, and the cost of the whole vehicle is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management systems for new energy heavy-duty vehicles, and in particular to a thermal management system for hydrogen fuel cell heavy-duty trucks. Background Art

[0002] As a clean energy, the application technology of hydrogen fuel cell engines in the field of commercial vehicles is constantly innovating and developing. In order to solve the problem of high-temperature heat dissipation of fuel cells, most of the main manufacturers' solutions are to connect more radiators in series or in parallel, which leads to the thermal management system occupying more space. The heat dissipation module is fixed on the back hydrogen bottle, and is arranged on the left and right sides of the middle of the frame. Not only are the pipelines complicated, but also the space for hydrogen bottles or power batteries is occupied, which reduces the vehicle's driving range. Therefore, the ideal fuel cell engine thermal management solution is a front cooling module to solve all heat dissipation problems. Although solving its heat dissipation problem is the focus of everyone's attention, its reliability and life are also problems that must be faced. As we all know, the high-temperature water temperature fluctuation and optimal temperature control of the fuel cell engine have a great influence on the life of the stack. Under steady-state conditions, it is generally required to be ±1°C. Therefore, whether the thermal management of the whole vehicle can control the high-temperature water temperature fluctuation of the fuel cell engine within the required accuracy range is also a problem that everyone needs to overcome. Therefore, it is urgent to design a hydrogen fuel cell heavy truck thermal management system to solve the current problems of large space occupation and poor water temperature fluctuation control accuracy of the hydrogen fuel cell cooling system. Summary of the invention

[0003] In view of the problems existing in the prior art, the object of the present invention is to provide a thermal management system for a hydrogen fuel cell heavy truck.

[0004] The technical solution adopted by the present invention to solve its technical problems is: a thermal management system for a hydrogen fuel cell heavy truck, including a high-temperature cooling module, a low-temperature cooling module, and a battery and air-conditioning integrated cooling module. The high-temperature cooling module and the low-temperature cooling module are arranged in an upper and lower separation structure. The high-temperature cooling module and the low-temperature cooling module constitute a front-end cooling module of the whole vehicle. The high-temperature cooling module dissipates heat for the fuel cell stack; the low-temperature cooling module dissipates heat for the motor electronic control and the fuel cell auxiliary drive. The high-temperature waste heat of the fuel cell is used for auxiliary heating of the cockpit and the power battery. The battery and air-conditioning integrated cooling module shares a condenser and an air-conditioning compressor;

[0005] The high-temperature cooling module is located at the upper part and includes a high-temperature radiator assembly, a high-temperature wind shield, and at least one high-pressure large-diameter electronic fan. The circulating medium in the high-temperature cooling module is deionized coolant. The high-temperature cooling module is used for high-temperature heat dissipation of the fuel cell stack;

[0006] The low-temperature cooling module is located at the lower part and includes a condenser assembly, a low-temperature radiator assembly, a low-temperature wind shield, and at least one high-pressure small-diameter electronic fan. The circulating medium in the low-temperature cooling module is ordinary coolant. The low-temperature radiator assembly is used for low-temperature heat dissipation of the main and auxiliary drive circuit motors, electronic controls, and fuel cell auxiliary machines; the condenser assembly is arranged at the front end of the low-temperature radiator assembly. The internal circulating medium of the condenser assembly is refrigerant. The condenser assembly is used for cooling the cockpit air conditioning and chassis power batteries.

[0007] Preferably, the high-temperature radiator assembly and the low-temperature radiator assembly are integrated into a whole through a frame, or are separately installed on the front-end module frame of the automobile chassis, and the front-end module frame of the automobile chassis is fixed to the vehicle frame or the front extension beam of the frame through a shock-absorbing element.

[0008] Preferably, the high-pressure large-diameter electronic fan and the high-temperature wind shield are mounted on the front module frame of the automobile chassis through a bracket, and the circulating medium in the high-temperature radiator assembly is deionized coolant.

[0009] Preferably, the high-voltage large-diameter electronic fan is mounted on a skeleton-type high-voltage electronic fan mounting bracket, which is mounted on a frame structure via an upper bracket, a lower bracket, a right mounting bracket and a left mounting bracket, main vibration reduction elements are mounted on the outside of the right mounting bracket and the left mounting bracket, an intermediate connecting bracket is installed between the skeleton-type high-voltage electronic fan mounting brackets, and a high-temperature wind shield is installed between the high-temperature radiator assembly and the high-voltage large-diameter electronic fan.

[0010] Preferably, the condenser assembly and the low-temperature wind shield are mounted on the frame structure, the high-pressure small-diameter electronic fan is mounted on the low-temperature wind shield, and the condenser assembly is mounted in front of the low-temperature radiator assembly.

[0011] Preferably, a left guard plate is provided on one side of the frame structure, a right guard plate is provided on the other side of the frame structure, and auxiliary vibration-damping elements are respectively installed on the left and right sides of the lower part of the frame structure.

[0012] Preferably, the high-temperature cooling module uses a water-to-water heat exchanger C2C to transfer the waste heat of the fuel cell stack to the cab heater core for heating the passenger compartment. According to the low-temperature charging characteristics of the power battery, the waste heat of the fuel cell stack is also used for heating and heat preservation of the power battery.

[0013] Preferably, a two-way stop valve is arranged on the water inlet pipe or the water outlet pipe of the water-to-water heat exchanger C2C, and the two-way stop valve is used to control the on-off of the waste heat utilization circuit.

[0014] Preferably, the power battery and the warm air circuit are both equipped with a water-heating heater PTC, which is the main heating element in winter. The power battery and the warm air circuit share a water-to-water heat exchanger C2C. The high-temperature waste heat of the fuel cell is used for auxiliary heating of the cab and auxiliary heating of the power battery. The water-to-water heat exchanger C2C selects different working modes through a three-way valve and a two-way valve. When heating, the two-way valve is used to shut off the battery panel and the refrigeration circuit, and the three-way valve is used to control the on-off and flow ratio of any heating circuit.

[0015] The present invention has the following beneficial effects:

[0016] The hydrogen fuel cell heavy-duty truck thermal management system designed in the present invention reduces the difficulty of vehicle control and improves the compactness of system layout through innovative layout, while also reducing vehicle cost.

[0017] The hydrogen fuel cell heavy-duty truck thermal management system designed in the present invention solves all cooling needs of the entire vehicle, including cab air conditioning refrigeration and battery cooling, motor and electronic control cooling, fuel cell low-temperature cooling, and fuel cell high-temperature cooling. At the same time, the high-temperature waste heat of the battery stack can be used to preheat the passenger compartment and the battery, and the energy management of the entire vehicle can be achieved through precise control.

[0018] The hydrogen fuel cell heavy-duty truck thermal management system designed by the present invention adopts the layout idea of ​​separating high and low temperatures up and down. The cooling components of the entire vehicle are concentrated at the front of the vehicle, which frees up space at the rear of the vehicle to accommodate more hydrogen bottles or power batteries to increase the cruising range. At the same time, the high and low temperatures are separated up and down, which lays a structural layout foundation for the precise control of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is the waste heat utilization architecture diagram of the thermal management system of a hydrogen fuel cell engine heavy truck.

[0020] Figure 2 This is the thermal management architecture diagram for battery and air conditioning cooling.

[0021] Figure 3 This is the thermal management architecture diagram for using high-temperature waste heat for cab heating.

[0022] Figure 4 It is a thermal management architecture for low-temperature systems such as motors, electronic controls, and fuel cell auxiliary machines.

[0023] Figure 5 It is a front view of the first embodiment of the thermal management system of a hydrogen fuel cell heavy truck.

[0024] Figure 6 It is a rear view of the first embodiment of the thermal management system of a hydrogen fuel cell heavy truck.

[0025] Figure 7It is a side view of the first embodiment of the thermal management system of a hydrogen fuel cell heavy truck.

[0026] Figure 8 It is a front view of the second embodiment of the thermal management system of a hydrogen fuel cell heavy truck.

[0027] Fig. 9 This is the thermal management architecture diagram for using high-temperature waste heat for cab heating and battery insulation.

[0028] In the figure: 1-high temperature radiator assembly; 2-low temperature radiator assembly; 3-condenser assembly; 4-main vibration reduction element; 5-right mounting bracket; 6-high pressure large diameter electronic fan; 7-middle connecting bracket; 8-high temperature wind shield; 9-upper bracket; 10-skeleton type high pressure electronic fan mounting bracket; 11-left mounting bracket; 12-left guard plate; 13-lower bracket; 14-low temperature wind shield; 15-high pressure small diameter electronic fan; 16-auxiliary vibration reduction element; 17-right guard plate. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely further describe the technical solutions in the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0030] like Figure 1-Figure 9 As shown, a thermal management system for a hydrogen fuel cell heavy truck includes a high-temperature cooling module, a low-temperature cooling module, and a battery and air conditioning integrated cooling module. The high-temperature cooling module and the low-temperature cooling module are arranged in an upper and lower separation structure to form a front-end cooling module for the whole vehicle. The high-temperature cooling module dissipates heat for the fuel cell stack; the low-temperature cooling module dissipates heat for the motor electronic control and fuel cell auxiliary drive; the battery and air conditioning integrated cooling module shares a condenser and an air conditioning compressor. The high-temperature waste heat of the fuel cell is used for auxiliary heating of the cockpit and power battery.

[0031] The front-end cooling module includes two parts: an upper high-temperature cooling module and a lower low-temperature cooling module. The upper high-temperature cooling module consists of a high-temperature radiator assembly 1, a high-temperature wind shield 8, and at least one high-pressure large-diameter electronic fan 6. It mainly solves the problem of high-temperature heat dissipation of the fuel cell stack, and the circulating medium is deionized coolant; the lower low-temperature cooling module consists of a condenser assembly 3, a low-temperature radiator assembly 2, a low-temperature wind shield 14, and at least one high-pressure small-diameter electronic fan 15. The low-temperature cooling module mainly solves the problem of low-temperature heat dissipation of the main and auxiliary drive circuit motors, electronic controls, and fuel cell auxiliary machines, and the circulating medium is ordinary coolant; the condenser assembly 3 is used for cooling the cockpit air conditioning and chassis power batteries, and the circulating medium is refrigerant, which is arranged at the front end of the low-temperature radiator assembly 2. The condenser assembly 3 is an air-conditioning condenser, and the battery and air-conditioning integrated cooling module share the air-conditioning condenser and air-conditioning compressor.

[0032] Regarding the installation of the front cooling module and the high-pressure large-diameter electronic fan 6, this patent provides an installation method. Figure 6 , Figure 7 .

[0033] Among them: two pieces each of the main vibration reduction element 4, the high-voltage large-diameter electronic fan 6, the upper bracket 9, the skeleton-type high-voltage electronic fan mounting bracket 10, the lower bracket 13, and the auxiliary vibration reduction element 16, three pieces of the high-voltage small-diameter electronic fan 15, and one piece each of the remaining parts. The right mounting bracket 5, the middle connecting bracket 7, the upper bracket 9, the left mounting bracket 11, and the lower bracket 13 are used to adjust the installation error through the oblong holes. The high-voltage small-diameter electronic fan 5 and the left mounting bracket 11 are left-right symmetrical brackets. The main vibration reduction element 4 is fixed at the center of mass position of the front cooling module in the X direction through the right mounting bracket 5 and the left mounting bracket 11, and is fixed to the front frame of the vehicle together with the auxiliary vibration reduction element 16 to form a suspension vibration reduction system for the front cooling module.

[0034] The high-temperature radiator assembly 1 on the upper part of the front-end cooling module and the low-temperature radiator assembly 2 on the lower part are integrated into a whole through the left guard plate 12 and the right guard plate 17 of the guard plate frame. The front part of the low-temperature radiator assembly 2 is equipped with an air-conditioning condenser, which is connected to the guard plate frames 12 and 17 through a mounting bracket. The front-end cooling module assembly is fixed to the vehicle frame or the front extension beam of the frame through a shock-absorbing element. The high-temperature cooling module and the low-temperature cooling module can also be separately installed on the front-end module frame of the automobile chassis, and the front-end module frame of the automobile chassis is fixed to the vehicle frame or the front extension beam of the frame through a shock-absorbing element.

[0035] The high-temperature cooling module assembly includes a high-temperature radiator assembly 1, a high-pressure large-diameter electronic fan 6 and a high-temperature wind shield 8. The circulating medium in the high-temperature radiator assembly 1 is deionized coolant.

[0036] The high-voltage large-diameter electronic fan 6 is installed on a skeleton-type high-voltage electronic fan mounting bracket 10. The skeleton-type high-voltage electronic fan mounting bracket 10 is installed on the frame structure through an upper bracket 9, a lower bracket 13, a right mounting bracket 5 and a left mounting bracket 11. The right mounting bracket 5 and the left mounting bracket 11 are both installed with main vibration reduction elements 4 on the outside. An intermediate connecting bracket 7 is installed between the skeleton-type high-voltage electronic fan mounting brackets 10. A high-temperature wind shield 8 is installed on the outside of the high-voltage large-diameter electronic fan 6 and on the frame structure.

[0037] The low-temperature cooling module assembly includes a low-temperature radiator assembly 2, a high-pressure small-diameter electronic fan 15 and a low-temperature wind shield 14. The circulating medium in the low-temperature radiator assembly 2 is ordinary coolant. The low-temperature radiator assembly 2 is used for cooling the motor electronic control and the low-temperature accessories of the fuel cell. The condenser 3 is used for cooling the cockpit air conditioning and the power battery.

[0038] The high-pressure small-diameter electronic fan 15 is mounted on the low-temperature wind shield 14 , and the low-temperature wind shield 14 is mounted on the frame structure of the low-temperature radiator assembly 2 .

[0039] A left guard plate 12 is provided on one side of the frame structure, a right guard plate 17 is provided on the other side of the frame structure, and auxiliary vibration-damping elements 16 are respectively installed on the left and right sides of the lower part of the frame structure.

[0040] The fuel cell high-temperature cooling module uses a water-to-water heat exchanger C2C to transfer the waste heat of the power battery stack to the cab heater core for heating the passenger compartment. According to the low-temperature charging characteristics of the power battery, the waste heat of the battery stack can also be used to heat and keep the power battery warm.

[0041] A two-way stop valve is arranged on the water inlet pipe or the water outlet pipe of the water-to-water heat exchanger C2C, and the two-way stop valve is used to control the on-off of the waste heat utilization circuit.

[0042] The power battery and heater core share the water-to-water heat exchanger C2C, and different working modes are selected through the three-way valve and two-way valve control. When heating, the two-way valve is used to shut off the battery panel to the refrigeration circuit, and the three-way valve is used to control the on-off and flow ratio of any heating circuit.

[0043] Working principle of the present invention:

[0044] The high-temperature deionized water of the engine is divided into two paths after coming out of the engine water outlet: one path passes through the water-to-water heat exchanger C2C to transfer heat to the cab heater core, heats the cab and then cools down to return to the engine water inlet; the other path passes through the high-temperature radiator for cooling and then returns to the engine water inlet. The high-temperature deionized water exchanges heat with the low-temperature coolant in the warm air water circuit in the water-to-water heat exchanger C2C, and then the hot air is blown into the cab through the blower to realize the waste heat utilization of the cab heating. The warm air water circuit is arranged with a water heating PTC. When there is no waste heat available in the high-temperature system, the warm air water circuit is heated by the water PTC. A water temperature sensor is arranged at the water PTC outlet to control the heating power of the water PTC. The warm air water circuit is also arranged with a water pump and an expansion tank to form a warm air heating circuit. The starting conditions of a hydrogen fuel cell engine are generally that the high-temperature water temperature is not less than 5°C, and the power battery must be able to be charged. When the power battery matched with the whole vehicle can only be charged at an ambient temperature above 0°C, the high-temperature waste heat below 0°C cannot be used for power battery heating. Therefore Figure 1 The vehicle thermal management architecture does not introduce the power battery waste heat utilization circuit. At this time, the high temperature cooling and waste heat utilization circuit are shown in Figure 3 When the power battery can be charged below 0℃, the fuel cell engine can be started, and the high-temperature waste heat can also be used to heat and keep the power battery warm. For details, see Fig. 9The whole vehicle thermal management waste heat utilization architecture. When the power battery needs to be heated and kept warm, the two-way valve is disconnected to cut off the battery cooling unit circuit, and the two three-way flow proportional control valves control the water temperature and flow through the heater core and the battery, achieving the effect of heating the cab while keeping the power battery warm. The three-way valve and the two-way valve are combined to achieve different on-off and flow proportional control to meet the different waste heat utilization requirements of the whole vehicle and accurately control the energy flow. Fig. 9 In the vehicle thermal management architecture, the battery and the heater can be equipped with one expansion tank, or they can be equipped with expansion tanks for their own circuits. If the expansion tank is shared, special attention should be paid to the layout height of the expansion tank to ensure that the two systems are properly degassed and the coolant is properly filled.

[0045] During the operation of the fuel cell engine, the vehicle should maintain power balance. In extremely cold winter, when the vehicle load is low, the output power of the fuel cell engine is small, and the high-temperature system of the battery stack has no excess heat available for heating, the two-way stop valve of the water-to-water heat exchanger C2C waste heat utilization circuit should be controlled to be closed. At this time, the cab cabin can only use water PTC for heating.

[0046] The high-temperature radiator used for high-temperature cooling in this patent is a tube-belt radiator, which has the same structure as the radiator used in diesel engines. Compared with the tube-fin radiator, it is more suitable for engineering production, but it needs deionization passivation to prevent electron precipitation and affect the life of the battery stack. Two high-pressure large-diameter fans are arranged at the rear of the high-temperature radiator assembly to increase the air volume and improve the heat dissipation capacity of the high-temperature system.

[0047] The low-temperature cooling circuit of the motor, electronic control and fuel cell auxiliary machine consists of three parts, each of which has an independently controlled water pump: the first circuit is for the main drive motor and its controller. If it is a dual electric drive axle, the electric drive axle cooling is connected in parallel to ensure the same cooling level for each axle; the second cooling circuit is for the fuel cell stack auxiliary machine cooling circuit; the third circuit is for the cooling of the large-diameter high-voltage fan motor and electronic control and other electronic control components, which are connected in series or parallel according to the cooling requirements and water resistance characteristics. See for details Figure 4

[0048] The air conditioning and battery cooling circuits are integrated together, which is consistent with the integrated cooling principle commonly used in new energy vehicles, sharing the air conditioning compressor, condenser and fan. For details, see Figure 2. The main difference is that this patent integrates the air conditioning condenser and the low-temperature radiator assembly together, adopts a wide flat structure, the left and right dimensions exceed 1200mm, and the upper and lower dimensions are minimized as much as possible, and a row of electronic fans can be arranged; another difference is that the electronic fan is a high-voltage small-diameter electronic fan, which is different from the currently matched low-voltage 24V electronic fan. It adopts a high-voltage platform that matches the voltage of the whole vehicle. The advantage brought by this is that the high-voltage to low-voltage DC-DC converter can be eliminated, and the current is reduced, and the high-voltage line becomes thinner. For high-power fuel cell models, low-pressure fans generally require 8-10, and even 16 fans are configured, which can save about 3,000-8,000 yuan compared to 2-3 high-pressure fans.

[0049] Due to the height limit of the vehicle, the available Z-direction size of the front cooling module of a heavy-duty fuel cell tractor is generally about 1 meter. In order to maximize the core size, this patent adopts left and right water chamber radiators and diagonally arranges the water inlet and outlet according to the fan layout needs. According to the space boundary of the vehicle, there are two layout structures for the high-temperature radiator assembly and the low-temperature radiator assembly, a "mouth"-shaped structure with consistent width and a "convex"-shaped structure with inconsistent width, such as Figure 5 , Figure 8 As shown: high temperature radiator assembly 1, low temperature radiator assembly 2, air conditioning condenser. The air conditioning condenser is located in the front of the low temperature radiator assembly 2 and is installed on the left guard plate 12 and the right guard plate 17 of the low temperature radiator assembly 2 through a bracket. Figure 5 In the arrangement structure shown, the high-temperature radiator assembly 1 and the low-temperature radiator assembly 2 share the left guard plate 12 and the right guard plate 17, and can utilize the traditional heat dissipation module suspension installation solution to improve technical versatility.

[0050] For low-temperature heat dissipation modules, small-diameter electronic fans are directly installed on the fan wind shield due to their light weight. The wind shield is installed on the left and right guard plates and the upper and lower guard plates. Wind shields are provided between each fan inside the wind shield to avoid mutual turbulence interference between the fans.

[0051] A thermal management solution for a hydrogen fuel cell engine with waste heat utilization, the core of which lies in the high and low temperature separation integrated layout and waste heat utilization. The high and low temperature separation integrated layout means that the high temperature and low temperature radiators are arranged separately and installed together. This invention patent provides an integrated cooling module that utilizes the space at the front of the vehicle and the rear of the front grille of the cab to solve the heat dissipation problem of the fuel cell engine. The integrated cooling module can meet the heat dissipation requirements of high-power hydrogen fuel cell engines. Compared with other cab rear radiator solutions, it saves more chassis space for the layout of hydrogen bottles.

[0052] The thermal management cooling module provided by this patent includes a high-temperature radiator assembly, a low-temperature radiator assembly, a condenser assembly, a high-voltage electronic fan assembly, a wind shield and related accessories. The upper high-temperature module is composed of a high-temperature radiator assembly, a high-temperature wind shield, a high-pressure large-diameter electronic fan assembly, a fan assembly mounting bracket, etc.; the lower low-temperature cooling module is composed of a condenser assembly, a low-temperature radiator assembly, a low-temperature wind shield, and a high-pressure small-diameter electronic fan assembly. In one embodiment, the high-temperature radiator assembly and the low-temperature radiator assembly are arranged up and down, sharing left and right guard plates, and connected to form a high and low-temperature radiator assembly through the left and right guard plates. The high-temperature module and the low-temperature module constitute the front cooling module of the whole vehicle, which is installed on the frame base through vibration reduction elements.

[0053] The upper high-temperature radiator assembly and the lower low-temperature radiator assembly may not share a guard plate according to the design boundaries, and may be fixed to the front extension beam of the frame or the front end frame of the chassis through their own independent guard plates. When the condenser and the low-temperature radiator assembly are arranged on the left and right, the front end frame of the chassis is necessary, which can provide the condenser and the low-temperature radiator with sufficient rigidity to resist torsional deformation of the frame.

[0054] This patent flexibly arranges the condenser and high and low temperature radiator behind the front grille of the cab, and uses a high-pressure fan to provide cold air for cooling. All heat dissipation components that require air cooling are located in the front, and the width of the radiator core is widened, making full use of the front space to meet the heat dissipation needs of the fuel cell engine.

[0055] This patent introduces a water-to-water heat exchanger, which uses the waste heat of the high-temperature coolant of the fuel cell to heat the cab and keep the power battery warm in a low-temperature environment. The water-to-water heat exchanger can avoid deionization and passivation of parts in the cab heating circuit, greatly saving costs.

[0056] The present invention is not limited to the above-mentioned implementation modes, and anyone should be aware of the structural changes made under the enlightenment of the present invention, and all those having the same or similar technical solutions as the present invention fall within the protection scope of the present invention.

[0057] The techniques, shapes, and structural parts not described in detail in the present invention are all well-known techniques.

Claims

1. A hydrogen fuel cell heavy truck thermal management system, characterized in that: It includes a high-temperature cooling module, a low-temperature cooling module, and a battery and air-conditioning integrated cooling module. The high-temperature cooling module and the low-temperature cooling module are arranged in an upper and lower separation structure. The high-temperature cooling module and the low-temperature cooling module constitute the front-end cooling module of the whole vehicle. The high-temperature cooling module is used for heat dissipation of the fuel cell stack; the low-temperature cooling module is used for heat dissipation of the motor electronic control and the fuel cell auxiliary drive. The high-temperature waste heat of the fuel cell is used for auxiliary heating of the cockpit and the power battery. The battery and air-conditioning integrated cooling module shares the condenser and the air-conditioning compressor; The high-temperature cooling module is located at the upper part and includes a high-temperature radiator assembly, a high-temperature wind shield, and at least one high-pressure large-diameter electronic fan. The circulating medium in the high-temperature cooling module is deionized coolant. The high-temperature cooling module is used for high-temperature heat dissipation of the fuel cell stack; The low-temperature cooling module is located at the lower part and includes a condenser assembly, a low-temperature radiator assembly, a low-temperature wind shield, and at least one high-pressure small-diameter electronic fan. The circulating medium in the low-temperature cooling module is ordinary coolant. The low-temperature radiator assembly is used for low-temperature heat dissipation of the main and auxiliary drive circuit motors, electronic controls, and fuel cell auxiliary machines; the condenser assembly is arranged at the front end of the low-temperature radiator assembly. The internal circulating medium of the condenser assembly is refrigerant. The condenser assembly is used for cooling the cockpit air conditioning and chassis power batteries.

2. The hydrogen fuel cell heavy truck thermal management system according to claim 1, characterized in that: The high temperature radiator assembly and the low temperature radiator assembly are integrated into a whole through a frame, or are separately installed on the front end module frame of the automobile chassis, and the front end module frame of the automobile chassis is fixed to the vehicle frame or the front extension beam of the frame through a shock absorbing element.

3. The hydrogen fuel cell heavy truck thermal management system according to claim 2 is characterized in that: The high-pressure large-diameter electronic fan and the high-temperature wind shield are installed on the front module frame of the automobile chassis through a bracket, and the circulating medium in the high-temperature radiator assembly is deionized coolant.

4. The hydrogen fuel cell heavy truck thermal management system according to claim 3 is characterized in that: The high-voltage large-diameter electronic fan is installed on a skeleton-type high-voltage electronic fan mounting bracket, which is installed on a frame structure through an upper bracket, a lower bracket, a right mounting bracket and a left mounting bracket. Main vibration reduction elements are installed on the outside of the right mounting bracket and the left mounting bracket. An intermediate connecting bracket is installed between the skeleton-type high-voltage electronic fan mounting brackets, and a high-temperature wind shield is installed between the high-temperature radiator assembly and the high-voltage large-diameter electronic fan.

5. The hydrogen fuel cell heavy truck thermal management system according to claim 1, characterized in that: The condenser assembly and the low-temperature wind shield are installed on the frame structure, the high-pressure small-diameter electronic fan is installed on the low-temperature wind shield, and the condenser assembly is installed in front of the low-temperature radiator assembly.

6. The hydrogen fuel cell heavy truck thermal management system according to claim 5, characterized in that: A left guard plate is provided on one side of the frame structure, a right guard plate is provided on the other side of the frame structure, and auxiliary vibration reduction elements are respectively installed on the left and right sides of the lower part of the frame structure.

7. The hydrogen fuel cell heavy truck thermal management system according to claim 1, characterized in that: The high-temperature cooling module uses a water-to-water heat exchanger C2C to transfer the waste heat of the fuel cell stack to the cab heater core for heating the passenger compartment. According to the low-temperature charging characteristics of the power battery, the waste heat of the stack is also used for heating and heat preservation of the power battery.

8. The hydrogen fuel cell heavy truck thermal management system according to claim 7, characterized in that: The water inlet pipe or the water outlet pipe of the water-to-water heat exchanger C2C is provided with a two-way stop valve, and the two-way stop valve is used to control the on-off of the waste heat utilization circuit.

9. The hydrogen fuel cell heavy truck thermal management system according to claim 7, characterized in that: The power battery and the warm air circuit are both equipped with a water-heating heater PTC, which is the main heating element in winter. The power battery and the warm air circuit share a water-to-water heat exchanger C2C. The high-temperature waste heat of the fuel cell is used for auxiliary heating of the cab and auxiliary heating of the power battery. The water-to-water heat exchanger C2C selects different working modes through a three-way valve and a two-way valve. When heating, the two-way valve is used to shut off the battery panel and the refrigeration circuit, and the three-way valve is used to control the on-off and flow ratio of any heating circuit.

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