A thermal management system for a hydrogen fuel cell hybrid locomotive

Abstract

This invention relates to the field of hybrid locomotive technology and discloses a thermal management system for a hydrogen fuel cell hybrid locomotive. The system includes a fuel cell thermal management system, a power battery thermal management system, a plate heat exchanger, a driver's cab thermal management system, and a refrigerant circulation loop. One side of the plate heat exchanger is connected to the fuel cell coolant heat exchange loop and / or the power battery coolant heat exchange loop. The refrigerant circulation loop can absorb waste heat from the fuel cell and / or the power battery. The motor thermal management system can selectively direct the hot air dissipated by the motor to the driver's cab or the outside. This invention significantly reduces the auxiliary energy consumption of the entire vehicle through the cascade and direct utilization of multi-source waste heat, improving the range and economy of the hydrogen fuel cell locomotive. Simultaneously, the redundancy of multiple heat sources enhances the system's low-temperature adaptability and operational reliability, effectively ensuring the locomotive's uptime and the comfort of the driver and passengers.

Description

Technical Field

[0001] This invention relates to the field of hybrid locomotive technology, and in particular to a thermal management system for a hydrogen fuel cell hybrid locomotive. Background Technology

[0002] With the ongoing accumulation of global climate change and ecological security risks, promoting green and low-carbon development and optimizing the energy structure have become crucial issues. The global railway industry is entering a critical phase of new energy substitution, and hydrogen energy, as a secondary energy source, boasts diverse sources, zero carbon emissions, and high energy density, making it a significant breakthrough for locomotive energy transformation. Hydrogen fuel cell hybrid locomotives can achieve clean substitution without relying on large-scale electrification infrastructure, ensuring the continuity of railway transportation while improving the safety and flexibility of energy use. They demonstrate enormous application potential in short-distance connecting transport and high-load start-stop operations.

[0003] Hydrogen fuel cell hybrid locomotives achieve clean energy drive and energy regeneration through the coordinated power supply of fuel cells and power batteries. However, due to the high power demand of the entire vehicle, the system generates significant heat load during operation, making thermal management a critical factor affecting the vehicle's performance, safety, and energy efficiency. Current thermal management systems for hydrogen fuel cell hybrid locomotives largely follow the distributed design approach of traditional internal combustion or electric locomotives. High-heat-generating components such as the fuel cell stack, power battery, motor, and electric drive system are typically equipped with independent cooling circuits to dissipate heat to the environment; while the driver's cab heating and air conditioning systems achieve temperature control through independent heating and cooling circuits. This structure is characterized by multiple heat source isolation and independent circuit operation in system configuration.

[0004] In actual operation, this structure fails to effectively recover and redistribute the heat generated by the battery, resulting in the need for additional electrical energy to heat the driver's cab in winter, causing secondary energy waste. In addition, the independent operation of each subsystem leads to the superposition of cooling power requirements, and the cooling pump and fan operate at high load for a long time, which not only increases electrical energy consumption but also accelerates the aging of components. It is impossible to balance power efficiency, component life and passenger comfort. Summary of the Invention

[0005] The purpose of this invention is to provide a thermal management system for a hydrogen fuel cell hybrid locomotive, which aims to solve or improve at least one of the aforementioned technical problems.

[0006] To achieve the above objectives, the present invention provides the following solution: The present invention provides a thermal management system for a hydrogen fuel cell hybrid locomotive, comprising:

[0007] A fuel cell thermal management system is used to manage the temperature of the fuel cell, which includes an outdoor heat dissipation circuit for fuel cell coolant and a heat exchange circuit for fuel cell coolant arranged in parallel.

[0008] The power battery thermal management system is used to manage the temperature of the power battery. It includes an outdoor heat dissipation circuit for the power battery coolant and a heat exchange circuit for the power battery coolant, which are connected in parallel.

[0009] An intermediate heat exchange device includes a plate heat exchanger, one side of which is connected to the heat exchange circuit of the fuel cell coolant and / or the heat exchange circuit of the power battery coolant for heat exchange.

[0010] The driver's cab thermal management system includes a refrigerant circulation loop, which is equipped with a compressor, an indoor heat exchanger, and an outdoor heat exchanger, and can be switched to a heat pump heating mode or an air conditioning cooling mode; the refrigerant circulation loop can selectively flow through the other side of the plate heat exchanger to absorb waste heat from the fuel cell and / or the power battery;

[0011] The motor thermal management system includes a cooling fan, a motor for driving, a cooling duct for cooling the motor, and a controllable damper disposed on the cooling duct. The damper can selectively direct the hot air cooled by the motor to the driver's cab or the outside.

[0012] Optionally, the intermediate heat exchange device further includes a fourth three-way valve, the inlet of which is connected to the coolant outlet of the plate heat exchanger, and the two outlets of which are respectively connected to the fuel cell coolant heat exchange circuit and the power battery coolant heat exchange circuit.

[0013] Optionally, the fuel cell thermal management system further includes a fuel cell coolant heating circuit, which is equipped with a first PTC heater and connected in parallel with the fuel cell coolant outdoor heat dissipation circuit through a first three-way valve, for preheating the fuel cell during low-temperature startup.

[0014] Optionally, the driver's cab thermal management system further includes a second PTC heater disposed on the air circulation path of the indoor heat exchanger, for auxiliary heating of the air in extremely low temperature environments or dehumidification conditions.

[0015] Optionally, the power battery thermal management system and the fuel cell thermal management system are connected in series via a first four-way valve to achieve a coolant circuit, so that the heat generated by the fuel cell can heat the power battery under low-temperature conditions.

[0016] Optionally, a seventh three-way valve is provided in the refrigerant circulation loop to regulate the refrigerant flow rate through the plate heat exchanger, thereby adjusting the ratio of waste heat recovery to heat absorbed through the outdoor heat exchanger.

[0017] Optionally, the fuel cell coolant outdoor heat dissipation circuit and the power battery coolant outdoor heat dissipation circuit are respectively provided with a first radiator and a second radiator.

[0018] Optionally, the fuel cell thermal management system further includes a second three-way valve, the inlet of which is connected to one outlet of the first three-way valve, and the two outlets of the second three-way valve are respectively connected to the outdoor heat dissipation circuit of the fuel cell coolant and the heat exchange circuit of the fuel cell coolant.

[0019] Optionally, a first check valve is provided between the fuel cell coolant heat exchange circuit and the first four-way valve.

[0020] Optionally, a third three-way valve is provided between the power battery, the second radiator and the fuel cell coolant heat exchange circuit.

[0021] This invention discloses the following technical advantages: The cooling circuit of the fuel cell and the power battery is coupled through a plate heat exchanger, allowing the refrigerant in the driver's cab air conditioner to absorb the waste heat from both, serving as a primary heat source. Simultaneously, a controllable air duct is added to the forced-air cooling outlet of the traction motor, directly introducing hot air generated by the motor's heat dissipation into the driver's cab via a damper, serving as a supplementary heat source. Each subsystem circuit remains independent, primarily using simple valves for on / off control, resulting in a simple and reliable structure. During operation, in low-temperature startup, the waste heat from the already operating fuel cell can be prioritized to preheat the power battery, ensuring it quickly reaches its optimal operating state. Driver's cab heating follows the principle of prioritizing waste heat and using electric auxiliary heating as a backup: the system intelligently allocates the heat from the air conditioner from the plate heat exchanger and the direct warm air from the motor air duct, only activating the PTC heater for auxiliary heating in extremely cold conditions or when the total waste heat is insufficient, thereby maximizing the conservation of high-grade electrical energy. This integrated solution significantly reduces the auxiliary energy consumption of the vehicle by using multi-source waste heat in a cascade and direct manner, thereby improving the range and economy of hydrogen fuel cell locomotives. At the same time, the redundancy of multiple heat sources enhances the system's low-temperature adaptability and operational reliability, effectively ensuring the locomotive's uptime and the comfort of the driver and passengers. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention;

[0024] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention;

[0025] Figure 3This is a schematic diagram of the structure of Embodiment 3 of the present invention.

[0026] In the picture:

[0027] 100. Fuel cell thermal management system; 101. Fuel cell; 102. First water pump; 103. First PTC heater; 104. First radiator; 105. First three-way valve; 106. Second three-way valve; 107. First check valve; 108. First two-way valve; 109. Second two-way valve; 110. Thirteenth-way valve; 111. Second water tank; 1001. Fuel cell coolant outdoor heat dissipation circuit; 1002. Fuel cell coolant heating circuit; 1003. Fuel cell coolant heat exchange circuit;

[0028] 200. Power battery thermal management system; 201. Power battery; 202. Second water pump; 203. Water tank; 204. Second radiator; 205. Third three-way valve; 206. First four-way valve; 207. Third two-way valve; 208. Fourth two-way valve; 209. Eleventh three-way valve; 2001. Outdoor cooling circuit for power battery coolant; 2002. Heat exchange circuit for power battery coolant;

[0029] 300. Intermediate heat exchange unit; 301. Plate heat exchanger; 302. Fourth three-way valve; 303. Second plate heat exchanger;

[0030] 400. Driver's cab thermal management system; 401. Gas-liquid separator; 402. Compressor; 403. Second four-way valve; 404. Outdoor heat exchanger; 405. Fifth three-way valve; 406. First solenoid valve; 407. Second solenoid valve; 408. First expansion valve; 409. Sixth three-way valve; 410. Seventh three-way valve; 411. Eighth three-way valve; 412. Third solenoid valve; 413. Second expansion valve; 414. Fourth solenoid valve; 415. Ninth three-way valve; 416. Third expansion valve; 417. Indoor heat exchanger; 418. Second PTC heater; 419. Second check valve; 420. Fifth two-way valve; 421. Sixth two-way valve; 422. Twelfth three-way valve; 4001. Refrigerant circulation loop;

[0031] 500. Motor thermal management system; 501. Heat dissipation duct; 502. Air damper; 503. Motor; 504. Cooling fan. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Example 1, referring to Figure 1 The present invention provides a thermal management system for a hydrogen fuel cell hybrid locomotive, comprising:

[0035] A fuel cell thermal management system 100 is used to manage the temperature of the fuel cell 101. It includes a fuel cell coolant outdoor heat dissipation circuit 1001 and a fuel cell coolant heat exchange circuit 1003 connected in parallel. The fuel cell coolant outdoor heat dissipation circuit 1001 is composed of a first three-way valve 105, a second three-way valve 106, a first radiator 104, and a first water pump 102 connected in series. The fuel cell coolant heat exchange circuit 1003 is composed of a first three-way valve 105, a second three-way valve 106, a first one-way valve 107, a first four-way valve 206, a plate heat exchanger 301, a fourth three-way valve 302, and a first water pump 102 connected in series.

[0036] The power battery thermal management system 200 is used to manage the temperature of the power battery 201. It includes a power battery coolant outdoor heat dissipation circuit 2001 and a power battery coolant heat exchange circuit 2002 connected in parallel. The power battery coolant outdoor heat dissipation circuit 2001 is composed of a third three-way valve 205, a second radiator 204 and a second water pump 202 connected in series. The power battery coolant heat exchange circuit 2002 is composed of a third three-way valve 205, a first four-way valve 206, a plate heat exchanger 301, a fourth three-way valve 302 and a second water pump 202 connected in series.

[0037] The intermediate heat exchange device 300 includes a plate heat exchanger 301, one side of which is connected to the fuel cell coolant heat exchange circuit 1003 and / or the power battery coolant heat exchange circuit 2002 for heat exchange.

[0038] The driver's cab thermal management system 400 includes a refrigerant circulation loop 4001, which is equipped with a compressor 402, an indoor heat exchanger 417 and an outdoor heat exchanger 404, and can be switched to a heat pump heating mode or an air conditioning cooling mode. The refrigerant circulation loop 4001 can selectively flow through the other side of the plate heat exchanger 301 to absorb waste heat from the fuel cell 101 and / or the power battery 201.

[0039] The motor thermal management system 500 includes a cooling fan 504, a motor 503 for driving, a cooling duct 501 for cooling the motor 503, and a controllable damper 502 disposed on the cooling duct 501. The damper 502 can selectively direct the hot air after the motor 503 has cooled down to the driver's cab or the outside.

[0040] In one embodiment of the present invention, the intermediate heat exchange device 300 further includes a fourth three-way valve 302, the inlet of which is connected to the coolant outlet of the plate heat exchanger 301, and the two outlets of which are respectively connected to the fuel cell coolant heat exchange circuit 1003 and the power battery coolant heat exchange circuit 2002.

[0041] In one embodiment of the present invention, the fuel cell thermal management system 100 further includes a fuel cell coolant heating circuit 1002, which is provided with a first PTC heater 103 and is connected in parallel with the fuel cell coolant outdoor heat dissipation circuit 1001 through a first three-way valve 105, for preheating the fuel cell 101 during low-temperature start-up.

[0042] In one embodiment of the present invention, the driver's cab thermal management system 400 further includes a second PTC heater 418 disposed on the air circulation path of the indoor heat exchanger 417 for auxiliary heating of the air in extremely low temperature environments or dehumidification conditions.

[0043] In one embodiment of the present invention, the power battery thermal management system 200 and the fuel cell thermal management system 100 are connected in series via a first four-way valve 206 to achieve a coolant circuit, so that the heat generated by the fuel cell 101 can heat the power battery 201 under low temperature conditions.

[0044] In one embodiment of the present invention, a seventh three-way valve 410 is provided in the refrigerant circulation loop 4001 to regulate the refrigerant flow rate through the plate heat exchanger 301, thereby regulating the ratio of waste heat recovery to heat absorbed through the outdoor heat exchanger 404.

[0045] In one embodiment of the present invention, a first radiator 104 and a second radiator 204 are respectively provided on the fuel cell coolant outdoor heat dissipation circuit 1001 and the power battery coolant outdoor heat dissipation circuit 2001.

[0046] In one embodiment of the present invention, the fuel cell thermal management system 100 further includes a second three-way valve 106. The inlet of the second three-way valve 106 is connected to one outlet of the first three-way valve 105, and the two outlets of the second three-way valve 106 are respectively connected to the fuel cell coolant outdoor heat dissipation circuit 1001 and the fuel cell coolant heat exchange circuit 1003.

[0047] In one embodiment of the present invention, a first check valve 107 is provided between the fuel cell coolant heat exchange circuit 1003 and the first four-way valve 206.

[0048] In one embodiment of the present invention, a third three-way valve 205 is provided between the power battery 201, the second radiator 204 and the fuel cell coolant heat exchange circuit 1003.

[0049] Furthermore, the fuel cell thermal management system 100 is also equipped with a first water pump 102.

[0050] Furthermore, the power battery thermal management system 200 is also equipped with a second water pump 202 and a water tank 203.

[0051] Furthermore, the driver's cab thermal management system 400 is also equipped with a gas-liquid separator 401.

[0052] Furthermore, the outdoor heat exchanger 404 and the seventh three-way valve 410 form a circulation loop through the fifth three-way valve 405, the first solenoid valve 406, the second solenoid valve 407, the first expansion valve 408, and the sixth three-way valve 409.

[0053] Furthermore, the seventh three-way valve 410 and the indoor heat exchanger 417 form a circulation loop through the eighth three-way valve 411, the third solenoid valve 412, the second expansion valve 413, the fourth solenoid valve 414 and the ninth three-way valve 415.

[0054] Furthermore, a third expansion valve 416 is provided between the seventh three-way valve 410 and the plate heat exchanger 301.

[0055] Furthermore, the first three-way valve 105 and the fourth three-way valve 302 are both two-position three-way valves. The second three-way valve 106 is a proportional three-way valve that can control the flow rate of coolant through the fuel cell outdoor coolant heat dissipation circuit 1001 and the fuel cell coolant heat exchange circuit 1003. The third three-way valve 205 is a proportional three-way valve that can control the flow rate of coolant through the power battery coolant outdoor heat dissipation circuit 2001 and the power battery coolant heat exchange circuit 2002. The seventh three-way valve 410 is a proportional three-way valve that can control the flow rate of refrigerant from the driver's cab thermal management system 400 through the indoor heat exchanger 417 and the plate heat exchanger 301. The remaining three-way valves are also two-position three-way valves.

[0056] Furthermore, the first expansion valve 408 and the second expansion valve 413 are both thermostatic expansion valves, and the third expansion valve 416 is an electronic expansion valve.

[0057] Furthermore, the fuel cell thermal management system 100 and the power battery thermal management system 200 use the same coolant, so the same water tank 203 is used to replenish the coolant, and two water tanks can be used to replenish the fuel cell thermal management system 100 and the power battery thermal management system 200 respectively.

[0058] Working principle:

[0059] A first radiator 104 is provided on the fuel cell coolant outdoor heat dissipation circuit 1001, and a first PTC heater 103 is provided on the fuel cell coolant heating circuit 1002. The fuel cell coolant heating circuit 1002 and the first radiator 104 are connected in parallel. A first three-way valve 105 is connected between the fuel cell coolant heating circuit 1002 and the fuel cell coolant outdoor heat dissipation circuit 1001 for switching between the two circuits. The inlet of a second three-way valve 106 is connected to one outlet of the first three-way valve 105, and the two outlets of the second three-way valve 106 are respectively connected to the fuel cell coolant outdoor heat dissipation circuit 1001 and the fuel cell coolant heat exchange circuit 1003. The second three-way valve 106 can be used to adjust the flow distribution between the two circuits.

[0060] The outdoor cooling circuit 2001 and the heat exchange circuit 2002 of the power battery coolant are switched via a third three-way valve 205. The inlet of the third three-way valve 205 is connected to the outlet of the power battery 201, and the two outlets of the third three-way valve 205 are respectively connected to the outdoor cooling circuit 2001 and the heat exchange circuit 2002. The third three-way valve 205 can be used to adjust the flow distribution between the two circuits. A first four-way valve 206 is connected to the heat exchange circuit 2002 of the power battery coolant. The four-way valve can control the flow direction of the power battery coolant. The coolant can either pass through the intermediate heat exchange device via the CD port of the first four-way valve 206 to form a heat exchange cycle, or enter the fuel cell coolant circuit via the CA port of the first four-way valve 206 to form a heat exchange cycle.

[0061] The inlet of the fourth three-way valve 302 is connected to the outlet of the battery coolant circulation side of the heat exchanger, and the two outlets of the fifth three-way valve 405 are respectively connected to the battery coolant circulation loop and the fuel cell coolant circulation loop. The other side of the plate heat exchanger 301 exchanges heat with the refrigerant circulation loop 4001 of the driver's cab thermal management system.

[0062] The refrigerant circulation loop 4001 adjusts the circulation direction through the second four-way valve 403. When in heat pump heating mode, the compressor 402 compresses the refrigerant and flows out from the eh port of the second four-way valve 403. It releases heat in the indoor heat exchanger 417 and passes through the first expansion valve 408. It absorbs heat in the outdoor heat exchanger 404 and flows back through the fg port via the second one-way valve 419. When in air conditioning cooling mode, the compressor 402 compresses the refrigerant and flows out from the ef port of the second four-way valve 403. It releases heat in the outdoor heat exchanger 404 and passes through the second expansion valve 413. It absorbs heat in the indoor heat exchanger 417 and flows back through the hg port via the second one-way valve 419. In low-temperature start-up mode, the heat pump heating mode is activated to heat the driver's cab. At extremely low temperatures, the efficiency of the heat pump air conditioning may be even lower. In this case, preheating can be performed through the second PTC heater 418. When the fuel cell or power battery generates waste heat, the opening of the seventh three-way valve 410 is controlled so that some refrigerant can pass through the third expansion valve and absorb heat in the plate heat exchanger 301, and then flow back to the gas-liquid separator before the second one-way valve 419 to complete the cycle.

[0063] Operating Condition 1: Low-temperature start-up, fuel cell heating required, driver's cab requires heating, power battery and motor do not heat up or dissipate heat.

[0064] When the fuel cell cannot start normally by generating its own heat during a cold start at low temperatures, it needs to be heated by auxiliary heating. The first three-way valve 105 switches to the fuel cell coolant heating circuit 1002, the first PTC heater 103 works, and the first water pump 102 works. The heat pump air conditioner in the driver's cab thermal management system may not work at extremely low temperatures, so it is heated by the second PTC heater 418.

[0065] Operating Condition 2: Low temperature operation, fuel cell heating, driver's cab heating required, power battery and motor not heated or dissipated heat;

[0066] During low-temperature operation, the fuel cell is heated by auxiliary heating. The first three-way valve 105 switches to the fuel cell coolant heating circuit 1002, the first PTC heater 103 operates, and the first water pump 102 operates until the fuel cell coolant temperature rises, at which point the fuel cell can operate normally. The driver's cab thermal management system adopts a heat pump air conditioning mode. The compressor 402 operates, and the refrigerant releases heat through the eh port of the second four-way valve 403 via the indoor heat exchanger 417. The ninth three-way valve 415 and the eighth three-way valve 411 release heat to the first PTC heater 1002 in heating mode. When the fourth solenoid valve 414 is open, the third solenoid valve 412 is closed, and the seventh three-way valve 410 is fully open to the indoor heat exchanger side circuit. In heating mode, the fifth three-way valve 405 and the sixth three-way valve 409 are open to the second solenoid valve 407. At this time, the second solenoid valve 407 is open, the first solenoid valve 406 is closed, and the refrigerant absorbs heat in the outdoor heat exchanger 404. It then flows through the fg port of the second four-way valve 403 and through the second one-way valve 419 to the gas-liquid separator 401, completing one heating cycle.

[0067] If the driver's cab does not receive enough heat at this time, the first PTC heater 103 will operate to supplement it.

[0068] Operating Condition 3: Low temperature operation, power battery heating, driver's cab heating, fuel cell heat dissipation, motor neither heating nor heat dissipation;

[0069] During low-temperature operation, no recyclable waste heat is generated. The driver's cab thermal management system still uses heat pump air conditioning mode for heating. After the fuel cell can start working and generate heat, the first three-way valve 105 closes the fuel cell coolant heating circuit 1002 and switches to another outlet. The second three-way valve 106 switches to the fuel cell coolant heat exchange circuit 1003. The coolant flows through the first one-way valve 107, the bd port of the first four-way valve 206, and then through the plate heat exchanger. At this time, the plate heat exchanger acts as a pipeline. The fourth three-way valve 302 switches to the power battery coolant circuit and flows through the second water pump 202, the power battery 201, and the third three-way valve switches to the power battery coolant heat exchange circuit 2002. Then, it returns to the fuel cell coolant circuit through the ca port of the first four-way valve 206. The cycle is completed by the first water pump 102 and the fuel cell 101. During the cycle, the heat generated by the fuel cell flows through the power battery through the coolant circulation, so that the power battery is heated to the target temperature while controlling the rise in the fuel cell temperature, thereby improving the efficiency of both.

[0070] Operating Condition 4: Low temperature operation, power battery insulation, driver's cab heating, fuel cell heat dissipation, motor neither heating nor heat dissipation;

[0071] Similar to the operating mode of Condition 3, the driver's cab thermal management system still uses a heat pump air conditioning mode for heating. The fuel cell 101 and the power battery 201 are connected in series through the first four-way valve 206, so that the coolant absorbs heat in the fuel cell and releases heat in the power battery, ensuring heat dissipation for the fuel cell and heating for the power battery at the same time. When the fuel cell power increases and the heat generation further increases, the temperature of the fuel cell cannot be controlled to remain within the ideal operating range by heat exchange alone. At this time, the opening of the second three-way valve 106 is adjusted so that part of the coolant still flows through the fuel cell coolant heat exchange circuit 1003 and through the power battery to keep the power battery warm and maintain its temperature in the optimal operating range. Another part of the coolant flows through the fuel cell coolant outdoor heat dissipation circuit 1001 and is dissipated through the first radiator 104 to ensure that the fuel cell does not overheat.

[0072] Operating Condition 5: Low-temperature operation, including fuel cell waste heat recovery, power battery heat dissipation, driver's cab heating, and motor heat dissipation;

[0073] After operation, the increased heat generated by the fuel cell, power battery, and motor requires heat dissipation. At this time, the cooling fan 504 of the motor thermal management system 500 operates, and the damper 502 switches to the outdoor location. The third three-way valve 205 in the power battery thermal management system 200 switches to the outdoor cooling circuit 2001 for the power battery coolant, and the second radiator 204 operates. The second three-way valve 106 in the fuel cell thermal management system 100 switches to the fuel cell coolant heat exchange circuit 1003, and after passing through the first one-way valve 107, the first four-way valve 206 switches to the bd port, passing through the plate heat exchanger 30. 1. The fourth three-way valve 302 switches to the fuel cell coolant circuit, and the coolant flows back to the fuel cell 101 through the first water pump 102 to complete the heat dissipation of the fuel cell. The driver's cab thermal management system still uses the heat pump air conditioning mode for heating. At this time, the second solenoid valve 407 is closed, and the seventh three-way valve 410 is fully opened to the plate heat exchanger side circuit. The refrigerant flows back to the gas-liquid separator 401 through the plate heat exchanger 301 to complete the circulation. The air conditioning refrigerant exchanges heat with the fuel cell coolant in the plate heat exchanger 301 to realize the recovery of waste heat from the fuel cell and provide heat to the driver's cab, thereby achieving energy saving.

[0074] If the heat required by the driver's cab is insufficient, the opening of the seventh three-way valve can be adjusted so that the refrigerant absorbs heat through both the plate heat exchanger and the outdoor heat exchanger for supplementation. If the waste heat recovery of the fuel cell does not meet the heat dissipation requirements, the opening of the second three-way valve 106 can be adjusted so that some coolant flows through the fuel cell coolant outdoor heat dissipation circuit 1001 and is dissipated through the first radiator 104 to ensure that the fuel cell does not overheat.

[0075] Operating Condition 6: Low-temperature operation, including waste heat recovery from the power battery, heat dissipation from the fuel cell, heating of the driver's cab, and heat dissipation from the motor;

[0076] At this time, the cooling fan 504 of the motor thermal management system 500 is working, and the damper 502 switches to the outdoor position; the first three-way valve 105 in the fuel cell thermal management system 100 switches to the outdoor cooling circuit 1001 for the fuel cell coolant, and the second three-way valve 106 switches to the outdoor cooling circuit 1001 for the fuel cell coolant, and the first radiator 104 is working; the third three-way valve 205 in the power battery thermal management system 200 switches to the power battery coolant heat exchange circuit 2002, and after passing through the first four-way valve 206 to the CD port and through the plate heat exchanger 301, the first... The four-way valve 302 switches to the power battery coolant circuit, and the coolant flows back to the power battery 201 through the second water pump 202 to complete the cooling of the power battery. The driver's cab thermal management system still uses the heat pump air conditioning mode for heating. At this time, the second solenoid valve 407 is closed, and the seventh three-way valve 410 is fully opened to the plate heat exchanger side circuit. The refrigerant flows back to the gas-liquid separator 401 through the plate heat exchanger 301 to complete the circulation. The air conditioning refrigerant exchanges heat with the power battery coolant in the plate heat exchanger 301 to realize the recovery of waste heat from the power battery and provide heat to the driver's cab, thus achieving energy saving.

[0077] If the driver's cab does not receive enough heat at this time, the opening of the seventh three-way valve can be adjusted so that the refrigerant absorbs heat through both the plate heat exchanger and the outdoor heat exchanger to supplement the refrigerant. If the waste heat recovery of the power battery does not meet the heat dissipation requirements, the opening of the third three-way valve 205 can be adjusted so that some coolant flows through the outdoor heat dissipation circuit 2001 of the power battery coolant and dissipates heat through the second radiator 204 to ensure that the power battery does not overheat.

[0078] Operating Condition 7: Low-temperature operation, waste heat recovery from power battery and fuel cell, driver's cab heating, and motor cooling;

[0079] The motor thermal management system 500 maintains the operation of the cooling fan 504, while the damper 502 switches to the outdoor position. The first three-way valve 105 of the fuel cell thermal management system 100 closes the fuel cell coolant heating circuit 1002, switching it to another outlet. The second three-way valve 106 switches to the fuel cell coolant heat exchange circuit 1003. The coolant sequentially passes through the first one-way valve 107, the bd port of the first four-way valve 206, flows through the plate heat exchanger, and is switched to the power battery coolant circuit by the fourth three-way valve 302. It then sequentially passes through the second water pump 202, the power battery 201, and the third three-way valve switches back to the power battery coolant heat exchange circuit 2002. Finally, it returns to the fuel cell coolant circuit through the ca port of the first four-way valve 206, completing the process via the first water pump 102 and the fuel cell 101. In the cycle, the heat generated by the fuel cell and power battery is exchanged with the refrigerant of the driver's cab thermal management system 400 through the plate heat exchanger 301 via the coolant circulation, realizing the recovery of waste heat from the fuel cell and power battery and providing heat to the driver's cab. When the fuel cell power increases and the heat generation further increases, the temperature of the fuel cell cannot be controlled to remain within the ideal operating range by heat exchange alone. At this time, the opening of the second three-way valve 106 is adjusted so that part of the coolant still flows through the fuel cell coolant heat exchange circuit 1003 and through the power battery to keep the power battery warm and maintain its temperature in the optimal operating range. Another part of the coolant flows through the fuel cell coolant outdoor heat dissipation circuit 1001 and is dissipated through the first radiator 104 to ensure that the fuel cell does not overheat.

[0080] Operating Condition 8: Low-temperature operation, waste heat recovery from power battery and fuel cell, driver's cab heating, and motor waste heat recovery.

[0081] Based on the operating mode of Condition 7, when the temperature of the motor's exhaust air is higher than the temperature of the driver's cab, the damper 502 of the motor thermal management system adjusts its opening so that some warm air is blown into the driver's cab, further realizing the recovery and utilization of waste heat. The operating modes of other system components are the same.

[0082] Operating Condition 9: Low-temperature operation, including power battery cooling, fuel cell cooling, driver's cab dehumidification, and motor cooling;

[0083] When the driver's cab requires dehumidification, the driver's cab thermal management system adopts the cooling mode. The compressor 402 operates, and the refrigerant releases heat through the ef port of the second four-way valve 403 via the outdoor heat exchanger 404. The fifth three-way valve 405 and the sixth three-way valve 409 open to the first solenoid valve 406 in the cooling mode. At this time, the second solenoid valve is closed, the first solenoid valve 406 is open, and the seventh three-way valve 410 is fully opened to the indoor heat exchanger side circuit. The ninth three-way valve 415 and the eighth three-way valve 411 open to the third solenoid valve 412 in the cooling mode. At this time, the fourth solenoid valve 414 is closed, and the third solenoid valve 412 is open. The refrigerant absorbs heat in the indoor heat exchanger 417 and flows through the hg port of the second four-way valve 403 via the second one-way valve 419 to the gas-liquid separator 401, completing one cooling cycle. The second PTC heater 418 operates, causing the air entering the driver's cab to first pass through the indoor heat exchanger 417 for cooling and dehydration, and then pass through the second PTC heater 418 for heating, thereby achieving dehumidification. At this time, no waste heat recovery is performed. The first three-way valve 105 in the fuel cell thermal management system 100 switches to the fuel cell coolant outdoor heat dissipation circuit 1001, and the second three-way valve 106 switches to the fuel cell coolant outdoor heat dissipation circuit 1001, and the first radiator 104 operates. The third three-way valve 205 in the power battery thermal management system 200 switches to the power battery coolant outdoor heat dissipation circuit 2001, and the second radiator 204 operates. The cooling fan 504 of the motor thermal management system 500 operates, and the damper 502 switches to the outdoor position.

[0084] Operating Condition 10: High-temperature operation, including heat dissipation of the power battery, fuel cell, driver's cab, and motor;

[0085] When operating in high-temperature mode, waste heat recovery is not required, and each thermal management subsystem needs independent heat dissipation. In the fuel cell thermal management system 100, the first three-way valve 105 switches to the fuel cell coolant outdoor heat dissipation circuit 1001, and the second three-way valve 106 switches to the fuel cell coolant outdoor heat dissipation circuit 1001, with the first radiator 104 operating. In the power battery thermal management system 200, the third three-way valve 205 switches to the power battery coolant outdoor heat dissipation circuit 2001, with the second radiator 204 operating. In the motor thermal management system 500, the cooling fan 504 operates, and the damper 502 switches to the outdoor position. The driver's cab thermal management system operates in cooling mode, with the compressor 402 operating. The refrigerant releases heat through the outdoor heat exchanger 404 via the ef port of the second four-way valve 403. The fifth three-way valve 405 and the sixth three-way valve 409 open to the first solenoid valve 406 in cooling mode. At this time, the second solenoid valve is closed and the first solenoid valve 406 is open. The seventh three-way valve 410 is fully opened to the indoor heat exchanger side circuit. The ninth three-way valve 415 and the eighth three-way valve 411 open to the third solenoid valve 412 in cooling mode. At this time, the fourth solenoid valve 414 is closed and the third solenoid valve 412 is open. The refrigerant absorbs heat in the indoor heat exchanger 417 and flows to the gas-liquid separator 401 via the second one-way valve 419 through the hg port of the second four-way valve 403, completing one refrigeration cycle.

[0086] Example 2, refer to Figure 2 The difference between this embodiment and Embodiment 1 is that the second three-way valve 106 in Embodiment 1 is replaced by the first two-way valve 108 and the second two-way valve 109. The first two-way valve 108 is connected in series in the outdoor cooling circuit 1001 of the fuel cell coolant and is located at the inlet of the first radiator 104 of the fuel cell. The second two-way valve 109 is connected in series in the heat exchange circuit 1003 of the fuel cell coolant and is located between the first three-way valve and the first one-way valve 107. The third three-way valve 205 is replaced by the third two-way valve 207 and the fourth two-way valve 208. The third two-way valve 207 is connected in series in the outdoor cooling circuit 2001 of the power battery coolant and is located at the inlet of the power battery 2004. Between the second radiator 201 and the second radiator 204, the fourth two-way valve 208 is connected in series in the power battery coolant heat exchange circuit 2002 and is located between the power battery 201 and the first four-way valve 206. Its outlet is connected to the inlet of the second radiator 204 and the c port of the first four-way valve 206, respectively. The seventh three-way valve 410 is replaced by the fifth two-way valve 420 and the sixth two-way valve 421. The fifth two-way valve 420 is connected in series in the refrigerant indoor circulation in the driver's cab and is located between the outdoor heat exchanger 404 and the second one-way valve 419. The sixth two-way valve 421 is connected in series in the refrigerant heat exchange circulation in the driver's cab and is located between the outdoor heat exchanger 404 and the third expansion valve 416.

[0087] The switching of the first two-way valve 108, the second two-way valve 109, the third two-way valve 207, the fourth two-way valve 208, the fifth two-way valve 420, and the sixth two-way valve 421 can realize the connection and disconnection between the various circulation pipelines, thereby realizing the operation of various working conditions in Embodiment 1. The control methods of the relevant components will not be described here.

[0088] In this embodiment, the fifth three-way valve 405, the sixth three-way valve 409, the eighth three-way valve 411, the ninth three-way valve 415, the first expansion valve 408, the second expansion valve 413, the first solenoid valve 406, the second solenoid valve 407, the third solenoid valve 412, and the fourth solenoid valve 414 in Embodiment 1 can be replaced by the second one-way valve 419. In Embodiment 1, the heating cycle and the cooling cycle are separated and different thermostatic expansion valves are used. After replacement, the cooling cycle and the heating cycle can be controlled by the same electronic expansion valve.

[0089] Example 3, referring to Figure 3 The difference between this embodiment and embodiment 1 is that the first four-way valve 206 in embodiment 1 can be replaced by the thirteenth three-way valve 110 and the eleventh three-way valve 209, the second plate heat exchanger 303 and the twelfth three-way valve 422 are added and the fourth three-way valve 302 is removed, and the second water tank 111 is added so that the fuel cell circuit and the power battery circuit can be replenished with coolant independently. The thirteenth-way valve 110 is connected in series at the outdoor heat dissipation circuit outlet of the second three-way valve 106. The two outlets of the thirteenth-way valve 110 are respectively connected to the water inlets of the first radiator 104 and the second plate heat exchanger 303. The eleventh-way valve 209 is connected in series at the power battery heat exchange circuit outlet of the third three-way valve 205. The two outlets of the eleventh-way valve 209 are respectively connected to the water inlet of the plate heat exchanger 301 and the water outlet of the second plate heat exchanger 303. The second plate heat exchanger 303 is connected in parallel with the first radiator 104. The twelfth-way valve 422 is connected in series in the refrigerant heat exchange circulation circuit of the driver's cab. Its inlet is connected to the outlet of the third solenoid valve 412. The two outlets of the twelfth-way valve 422 are respectively connected to the refrigerant inlets of the plate heat exchanger 301 and the second plate heat exchanger 303, and are used for circuit switching or flow distribution between the two.

[0090] During implementation, for example, during low-temperature operation, when the power battery, fuel cell waste heat recovery, driver's cab heating, and motor heat dissipation are required, the second three-way valve 106 is switched to the fuel cell coolant outdoor heat dissipation circuit 1001, and the thirteenth-way valve 110 is switched to the second plate heat exchanger 303. The fuel cell coolant circulates through the first water pump 102, fuel cell 101, and second plate heat exchanger 303 for heat dissipation. The eleventh three-way valve 209 is switched to the plate heat exchanger 301, and the power battery coolant circulates through the second water pump 202, power battery 201, and plate heat exchanger 301 for heat dissipation. At this time, the opening of the twelfth three-way valve 422 is controlled according to the temperature of the fuel cell coolant and the power battery coolant, so that the refrigerant flows through the plate heat exchanger 301 and the second plate heat exchanger 303 respectively and exchanges heat with the coolant to recover and utilize waste heat.

[0091] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0092] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A thermal management system for a hydrogen fuel hybrid locomotive, comprising: The application relates to a fuel cell thermal management system (100) for managing the temperature of a fuel cell (101), which comprises a fuel cell cooling liquid room outdoor heat dissipation circuit (1001) and a fuel cell cooling liquid heat exchange circuit (1003) arranged in parallel; a power battery thermal management system (200) for managing the temperature of a power battery (201), which comprises a power battery cooling liquid room outdoor heat dissipation circuit (2001) and a power battery cooling liquid heat exchange circuit (2002) arranged in parallel; an intermediate heat exchange device (300) comprising a plate heat exchanger (301), one side flow channel of the plate heat exchanger (301) being communicated with the fuel cell cooling liquid heat exchange circuit (1003) and / or the power battery cooling liquid heat exchange circuit (2002) to perform heat exchange; a driver room thermal management system (400) comprising a refrigerant circulation circuit (4001), the refrigerant circulation circuit (4001) being provided with a compressor (402), an indoor heat exchanger (417) and an outdoor heat exchanger (404) and being capable of being switched into a heat pump heating mode or an air conditioner refrigeration mode; the refrigerant circulation circuit (4001) is capable of selectively flowing through the other side flow channel of the plate heat exchanger (301) to absorb waste heat from the fuel cell (101) and / or the power battery (201); a motor thermal management system (500) comprising a heat dissipation fan (504), a motor (503) for driving, a heat dissipation air duct (501) for dissipating heat of the motor (503) and a controllable air door (502) arranged on the heat dissipation air duct (501), the air door (502) being capable of selectively guiding hot air after heat dissipation of the motor (503) to the driver room or the outdoor; the intermediate heat exchange device (300) further comprises a fourth three-way valve (302), an inlet of the fourth three-way valve (302) being connected with a cooling liquid outlet of the plate heat exchanger (301), and two outlets of the fourth three-way valve (302) being communicated with the fuel cell cooling liquid heat exchange circuit (1003) and the power battery cooling liquid heat exchange circuit (2002) respectively; the fuel cell thermal management system (100) further comprises a fuel cell cooling liquid heating circuit (1002), the fuel cell cooling liquid heating circuit (1002) being provided with a first PTC heater (103) and being connected with the fuel cell cooling liquid room outdoor heat dissipation circuit (1001) in parallel through a first three-way valve (105), and being used for preheating the fuel cell (101) during low-temperature starting; the driver room thermal management system (400) further comprises a second PTC heater (418) arranged on an air flow path of the indoor heat exchanger (417), and the second PTC heater (418) is used for assisting in heating air in an extremely low-temperature environment or a dehumidification working condition; the power battery thermal management system (200) and the fuel cell thermal management system (100) are connected in series through a first four-way valve (206) to make the heat generated by the fuel cell (101) capable of heating the power battery (201) in a low-temperature working condition. ​ ​ ​ ​ ​ ​ ​ ​ ​ The fuel cell cooling liquid chamber outer heat dissipation circuit (1001) and the power battery cooling liquid chamber outer heat dissipation circuit (2001) are respectively provided with a first radiator (104) and a second radiator (204); The fuel cell thermal management system (100) further comprises a second three-way valve (106), a liquid inlet of the second three-way valve (106) is connected with a liquid outlet of the first three-way valve (105), and two liquid outlets of the second three-way valve (106) are respectively connected with the fuel cell cooling liquid chamber outer heat dissipation circuit (1001) and the fuel cell cooling liquid heat exchange circuit (1003); A third three-way valve (205) is arranged between the power battery (201), the second radiator (204) and the fuel cell cooling liquid heat exchange circuit (1003).

2. The thermal management system of a hydrogen fuel hybrid locomotive of claim 1, wherein, A seventh three-way valve (410) is arranged in the refrigerant circulation circuit (4001), which is used for adjusting the refrigerant flow through the plate heat exchanger (301), so as to adjust the proportion of the waste heat recovery amount and the heat absorption amount through the outdoor heat exchanger (404).

3. The thermal management system of a hydrogen fuel hybrid locomotive of claim 1, wherein, A first one-way valve (107) is arranged between the fuel cell cooling liquid heat exchange circuit (1003) and the first four-way valve (206).

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