Whole vehicle cold energy utilization system and control method of whole vehicle cold energy utilization system

Abstract

The invention provides a whole vehicle cold energy utilization system and a control method of the whole vehicle cold energy utilization system, and the system comprises a liquid fuel low-temperature storage and supply module, a first cold energy utilization module, a second cold energy utilization module, a power generation module, a third cold energy utilization module, an auxiliary refrigeration module and a fuel cell module, the liquid fuel low-temperature storage and supply module, the first cold energy utilization module, the second cold energy utilization module, the third cold energy utilization module and the fuel cell module form a one-way passage; the first cold energy utilization module and the power generation module form a first circulation path; the second cold energy utilization module and the auxiliary refrigeration module form a second circulation path; the third cold energy utilization module and the fuel cell module form a third circulation path; the problem that the cold energy utilization rate is low due to the fact that a cold energy utilization structure is too complex or too simple in the prior art is solved. The stepped cold energy utilization structure is designed to conduct graded utilization on cold energy, and the cold energy utilization rate of the whole vehicle is increased.

Description

Technical Field

[0001] This invention relates to the field of liquid hydrogen cold energy technology, and in particular to a vehicle cold energy utilization system and a control method for the vehicle cold energy utilization system. Background Technology

[0002] Among liquid fuels, liquid hydrogen is the most suitable fuel for current clean energy needs. However, liquid hydrogen releases a large amount of cold energy during the gasification process. Existing technologies make it difficult to make reasonable use of this cold energy, resulting in the cold energy released during liquid hydrogen gasification being almost completely wasted. Therefore, how to effectively utilize the cold energy released during the gasification process of liquid hydrogen has become a problem that needs to be studied.

[0003] Current technologies utilize cold energy utilization systems by connecting numerous other systems within a hydrogen supply subsystem to capture the cold energy released during the vaporization of liquid hydrogen. This cold energy is then used for various applications. However, this approach involves complex designs that struggle to meet the safety requirements of liquid hydrogen transportation. Alternatively, existing technologies employ simpler structures to store the cold energy released during liquid hydrogen vaporization and then further utilize it to convert it into other forms of energy. However, the need for additional energy storage devices also makes it difficult to meet the safety requirements of liquid hydrogen transportation. Therefore, it is evident that both overly complex and overly simple cold energy utilization structures in current technologies result in low cold energy utilization rates. Summary of the Invention

[0004] To address the aforementioned issues, this invention proposes a vehicle cold energy utilization system and a control method for the system, enabling the design of a tiered cold energy utilization structure to utilize cold energy in stages and improve the overall vehicle cold energy utilization rate.

[0005] To achieve the above objectives, embodiments of the present invention provide a vehicle cold energy utilization system, comprising: a liquid fuel cryogenic storage and supply module, a first cold energy utilization module, a second cold energy utilization module, a power generation module, a third cold energy utilization module, an auxiliary refrigeration module, and a fuel cell module; the liquid fuel cryogenic storage and supply module is connected to the first cold energy utilization module; the first cold energy utilization module is connected to the second cold energy utilization module; the first cold energy utilization module is also connected to the power generation module; the second cold energy utilization module is connected to the third cold energy utilization module; the second cold energy utilization module is also connected to the auxiliary refrigeration module; and the third cold energy utilization module is connected to the fuel cell module; wherein, the liquid fuel cryogenic storage and supply module, the first cold energy utilization module, the second cold energy utilization module, and the third cold energy utilization module... The module and the fuel cell module form a unidirectional path; the first cold energy utilization module and the power generation module form a first circulation path; the second cold energy utilization module and the auxiliary refrigeration module form a second circulation path; the third cold energy utilization module and the fuel cell module also form a third circulation path; the first cold energy utilization module is used to receive cryogenic liquid fuel and exchange heat with the power generation module through the first circulation path to output gaseous fuel at a first temperature; the second cold energy utilization module is used to receive gaseous fuel at a first temperature and exchange heat with the auxiliary refrigeration module through the second circulation path to output gaseous fuel at a second temperature; the third cold energy utilization module is used to receive gaseous fuel at a second temperature and exchange heat with the fuel cell module through the third circulation path to output gaseous fuel at a third temperature.

[0006] This invention proposes a vehicle cold energy utilization system. By setting up a three-level cold energy utilization structure, multiple cold energy utilization modules are connected in the liquid hydrogen flow path. The system can fully utilize cold energy without a complex structure. The design of the multi-level cold energy utilization structure will not affect the safety of cold energy utilization due to its simplicity. It can be seen that the present invention realizes the design of a tiered cold energy utilization structure to utilize cold energy in a graded manner, thereby improving the overall vehicle cold energy utilization rate.

[0007] Furthermore, the first cold energy utilization module includes: a first pipeline and a second pipeline; one end of the first pipeline is connected to the cryogenic liquid fuel storage and supply module; the other end of the first pipeline is connected to the second cold energy utilization module; the second pipeline and the power generation module form a first circulation path; the first pipeline is used to receive cryogenic liquid fuel and exchange heat with the power generation module through the second pipeline to heat up the cryogenic liquid fuel and output gaseous fuel at a first temperature; the second pipeline is used to receive the working fluid of the power generation module and exchange heat with the cryogenic liquid fuel through the first pipeline to cool down the working fluid of the power generation module; the flow direction of the cryogenic liquid fuel in the first pipeline is opposite to the flow direction of the working fluid of the power generation module in the second pipeline.

[0008] In the above scheme, the first-stage cold energy utilization structure is applied to the power generation module. Heat exchange is achieved through a first pipeline and a second pipeline. The liquid fuel in the first pipeline is vaporized by the heat energy from the power generation module in the second pipeline. The cold energy released from the vaporization of the liquid fuel is received by the second pipeline, which lowers the temperature of the working fluid in the power generation module. The cooled working fluid is then transported to the power generation module through a first circulation path, utilizing the significant temperature difference to generate electricity. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0009] Furthermore, the second cold energy utilization module includes: a third pipeline and a fourth pipeline; one end of the third pipeline is connected to the other end of the first pipeline; the other end of the third pipeline is connected to the third cold energy utilization module; the fourth pipeline forms a second circulation path with the auxiliary refrigeration module; the third pipeline is used to receive gaseous fuel at the first temperature and exchange heat with the auxiliary refrigeration module through the fourth pipeline to heat up the gaseous fuel at the first temperature and output gaseous fuel at the second temperature; the fourth pipeline is used to receive the refrigerant from the auxiliary refrigeration module and exchange heat with the gaseous fuel at the first temperature through the third pipeline to cool down the refrigerant from the auxiliary refrigeration module; the flow direction of the gaseous fuel at the first temperature in the third pipeline is opposite to the flow direction of the refrigerant from the auxiliary refrigeration module in the fourth pipeline.

[0010] In the above scheme, the second-stage cold energy utilization structure is applied to the auxiliary refrigeration module. By setting up a third and fourth pipeline, the gaseous fuel at the first temperature in the third pipeline exchanges heat with the auxiliary refrigeration module in the fourth pipeline due to the thermal energy difference, thereby reducing the temperature of the refrigerant in the auxiliary refrigeration module in the fourth pipeline. Then, the cooled refrigerant is transported to the auxiliary refrigeration module through the second circulation path to achieve refrigeration. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0011] Furthermore, the third cold energy utilization module includes: a fifth pipeline and a sixth pipeline; one end of the fifth pipeline is connected to the other end of the third pipeline; the other end of the fifth pipeline is connected to the fuel cell module; the sixth pipeline and the fuel cell module form a third circulation path; the fifth pipeline is used to receive the second-temperature gaseous fuel and exchange heat with the fuel cell module through the sixth pipeline to heat the second-temperature gaseous fuel and output the third-temperature gaseous fuel; the sixth pipeline is used to receive the coolant of the fuel cell module and exchange heat with the second-temperature gaseous fuel through the fifth pipeline to recover waste heat from the coolant of the fuel cell module; the flow direction of the second-temperature gaseous fuel in the fifth pipeline is opposite to the flow direction of the coolant of the fuel cell module in the sixth pipeline.

[0012] In the above scheme, the third-stage cold energy utilization structure is applied to the fuel cell module. By setting up a fifth and sixth pipeline, the second-temperature gaseous fuel in the fifth pipeline exchanges heat with the waste heat from the coolant in the fuel cell module in the sixth pipeline. This raises the temperature of the second-temperature gaseous fuel in the fifth pipeline while lowering the temperature of the coolant in the fuel cell module in the sixth pipeline. Then, through a third circulation path, the second-temperature gas is heated to the temperature required for reaction with the fuel cell, and the cooled coolant is transported back to the fuel cell module through the third circulation path to dissipate heat from the battery. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0013] Furthermore, the cryogenic liquid fuel storage and supply module is used to store and supply cryogenic liquid fuel; the auxiliary refrigeration module is used to exchange heat with the second cold energy utilization module and then cool the entire vehicle through the refrigerant in the auxiliary refrigeration module; the fuel cell module is used to receive third-temperature gaseous fuel and generate electricity through the third-temperature gaseous fuel. Moreover, the power generation module includes: an engine, a generator, and a battery; the engine includes a cold end and a hot end; a displacement piston is installed inside the cold end, and a power piston is installed inside the hot end; the input end of the cold end is connected to one end of a fourth pipeline; the output end of the cold end is connected to the other end of the fourth pipeline; the connection between the cold end and the fourth pipeline forms a first circulation path; the connection between the input end and the output end of the hot end forms a fourth circulation path; the engine and the generator are mechanically connected; the generator and the battery are electrically connected; the engine is used to drive the displacement piston and the power piston to reciprocate through the first circulation path to generate mechanical energy and transmit the mechanical energy to the generator; the generator is used to receive mechanical energy and convert it into electrical energy; the battery is used to store the electrical energy generated by the generator. The engine includes a regenerator, which is fixedly positioned between the cold and hot ends. The engine drives a displacement piston and a power piston to reciprocate through a first circulation path to generate mechanical energy, which is then transmitted to a generator. The process includes: executing a single reciprocating motion: the power piston compresses the working fluid at the cold end, and the working fluid is compressed into the first circulation path for cooling; if the position of the power piston meets a first preset motion requirement, the cooled working fluid at the cold end is returned to the cold end through the first circulation path, and the cooled working fluid at the cold end pushes the displacement piston; each time the cooled working fluid at the cold end pushes the displacement piston, the regenerator... The working fluid at the cold end is heated and input to the hot end to obtain the working fluid at the hot end. If the movement position of the displacement piston meets the second preset movement requirement, the working fluid at the hot end is heated through the fourth circulation path, and the heated working fluid at the hot end drives the power piston. If the movement position of the power piston meets the third preset movement requirement, the heated working fluid at the hot end is pushed back to the cold end through the displacement piston. Whenever the heated working fluid at the hot end is pushed back to the cold end, the heated working fluid at the hot end is cooled through the regenerator, ending the single reciprocating motion process. The single reciprocating motion process is repeated, and mechanical energy is generated through the reciprocating motion of the displacement piston and the power piston, and the mechanical energy is transferred to the generator.

[0014] In the above scheme, in the first-stage cold energy utilization structure design, after the power generation module receives the cold energy released from the vaporization of liquid fuel, the temperature of the working fluid in the second pipeline of the power generation module is reduced. The cooled working fluid is then transported to the power generation module through the first circulation path. At this point, a significant temperature difference is generated with the fourth circulation path, driving the displacement piston at the cold end and the power piston at the hot end to reciprocate, generating mechanical energy which is input to the generator to produce electricity. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0015] This invention also provides a control method for a vehicle cooling energy utilization system, comprising: real-time acquisition of the vehicle's cooling load demand and the power generation of the power generation module; generating a vehicle cooling energy utilization system control strategy based on the vehicle's cooling load demand and the power generation of the power generation module; and controlling a first cooling energy utilization module, a second cooling energy utilization module, a power generation module, and an auxiliary cooling module based on the vehicle cooling energy utilization system control strategy.

[0016] This invention proposes a control method for a vehicle cold energy utilization system. Based on the difference between the real-time collected vehicle cooling load demand and the power generation of the power generation module, different control strategies for the vehicle cold energy utilization system are generated. Combining the principle of hierarchical cold energy utilization structure design, the method controls the influence of the heat energy of the power generation module on liquid fuel and the influence of the heat energy difference of the auxiliary refrigeration module on the first temperature gaseous fuel, thereby achieving refrigeration and power generation regulation. By adopting an intelligent analysis strategy to generate different control strategies, the method can better reflect the actual cold energy demand and control it in a targeted manner, which helps to improve the vehicle's cold energy utilization rate.

[0017] Furthermore, based on the vehicle's overall cold energy utilization system control strategy, the first cold energy utilization module, the second cold energy utilization module, the power generation module, and the auxiliary refrigeration module are controlled, including: if the vehicle's cooling load demand is greater than the power generation capacity of the power generation module, then a first vehicle overall cold energy utilization system control strategy is generated; based on the first vehicle overall cold energy utilization system control strategy, the heat exchange between the first cold energy utilization module and the power generation module is reduced; based on the first vehicle overall cold energy utilization system control strategy, the heat exchange between the second cold energy utilization module and the auxiliary refrigeration module is increased. Further, based on the vehicle overall cold energy utilization system control strategy, the first cold energy utilization module, the second cold energy utilization module, the power generation module, and the auxiliary refrigeration module are controlled, including: if the vehicle's cooling load demand is less than the power generation capacity of the power generation module, then a second vehicle overall cold energy utilization system control strategy is generated; based on the second vehicle overall cold energy utilization system control strategy, the heat exchange between the first cold energy utilization module and the power generation module is increased; based on the second vehicle overall cold energy utilization system control strategy, the heat exchange between the second cold energy utilization module and the auxiliary refrigeration module is reduced. Attached Figure Description

[0018] Figure 1 A schematic diagram of the modular structure of a vehicle cold energy utilization system provided in a certain embodiment of the present invention. Figure 1 ; Figure 2 A schematic diagram of the modular structure of a vehicle cold energy utilization system provided in a certain embodiment of the present invention. Figure 2 ; Figure 3 This is a flowchart illustrating the steps of a control method for a vehicle cold energy utilization system according to a certain embodiment of the present invention. Detailed Implementation

[0019] 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.

[0020] In this embodiment, a liquid hydrogen cold energy utilization system is used as an example for explanation. The storage temperature of liquid hydrogen is typically -253°C. See also... Figure 1 , Figure 1 A schematic diagram of the modular structure of a vehicle cold energy utilization system provided in a certain embodiment of the present invention. Figure 1 .like Figure 1 As shown in the figure, this invention proposes a vehicle cold energy utilization system, including: a liquid fuel cryogenic storage and supply module 1, a first cold energy utilization module 2, a second cold energy utilization module 3, a power generation module 4, a third cold energy utilization module 5, an auxiliary refrigeration module 6, and a fuel cell module 7; the liquid fuel cryogenic storage and supply module 1 is connected to the first cold energy utilization module 2; the first cold energy utilization module 2 is connected to the second cold energy utilization module 3; the first cold energy utilization module 2 is also connected to the power generation module 4; the second cold energy utilization module 3 is connected to the third cold energy utilization module 5; the second cold energy utilization module 3 is also connected to the auxiliary refrigeration module 6; the third cold energy utilization module 5 is connected to the fuel cell module 7; wherein, the liquid fuel cryogenic storage and supply module 1, the first cold energy utilization module 2, the second cold energy utilization module 3, the third cold energy utilization module 5, and the fuel cell module 7 form a unidirectional path; the first cold energy utilization module 2 and the power generation module 4 form a first circulation path; the second cold energy utilization module 3 and the auxiliary refrigeration module 6 form a second circulation path; the third cold energy utilization module 5 and the fuel cell module 7 form a third circulation path; In a preferred embodiment, the first cold energy utilization module 2 includes: a first pipeline 21 and a second pipeline 22; one end of the first pipeline 21 is connected to the liquid fuel cryogenic storage and supply module 1; the other end of the first pipeline 21 is connected to the second cold energy utilization module 3; the second pipeline 22 and the power generation module 4 form a first circulation path; In a preferred embodiment, the second cold energy utilization module 3 includes: a third pipe 31 and a fourth pipe 32; one end of the third pipe 31 is connected to the other end of the first pipe 21; the other end of the third pipe 31 is connected to the third cold energy utilization module 5; the fourth pipe 32 forms a second circulation path with the auxiliary refrigeration module 6; In a preferred embodiment, the third cold energy utilization module 5 includes: a fifth pipe 51 and a sixth pipe 52; one end of the fifth pipe 51 is connected to the other end of the third pipe 31; the other end of the fifth pipe 51 is connected to the fuel cell module 7; and the sixth pipe 52 and the fuel cell module 7 form a third circulation path. It is worth mentioning that in this embodiment, the first pipe 21 and the second pipe 22, the third pipe 31 and the fourth pipe 32, and the fifth pipe 51 and the sixth pipe 52 are paired in the arrangement. They can be arranged in parallel or spirally intertwined but not connected. The flow direction of the substances flowing in the pipes is opposite. For example, in the first pipe 21 and the second pipe 22, the flow direction of liquid hydrogen in the first pipe 21 is opposite to the flow direction of the working fluid in the cold end 411 of the second pipe 22. The same applies to other pipes, which will not be elaborated here. This arrangement is mainly used to enable the liquid hydrogen to be heated by the heat energy generated by the power generation module 4, thereby causing the liquid hydrogen to vaporize and release cold energy. By arranging them in parallel or spirally intertwined, the surface area for heat exchange can be increased, thereby improving the utilization rate of cold energy.

[0021] A preferred solution, see Figure 2 , Figure 2 A schematic diagram of the modular structure of a vehicle cold energy utilization system provided in a certain embodiment of the present invention. Figure 2 ;like Figure 2 As shown, the power generation module 4 includes: an engine 41, a generator 42, and a battery 43; the engine 41 includes a cold end 411 and a hot end 412; a displacement piston 413 is installed inside the cold end 411, and a power piston 414 is installed inside the hot end 412; the input end of the cold end 411 is connected to one end of the fourth pipe 32; the output end of the cold end 411 is connected to the other end of the fourth pipe 32; the connection between the cold end 411 and the fourth pipe 32 forms a first circulation path; the connection between the input end and the output end of the hot end 412 forms a fourth circulation path; the engine 41 is mechanically connected to the generator 42; the generator 42 is electrically connected to the battery 43; the engine 41 also includes: a regenerator 415; the regenerator 415 is fixedly installed between the cold end 411 and the hot end 412.

[0022] In the above scheme, the first-stage cold energy utilization structure is applied to the power generation module. Through the setting of a first pipeline and a second pipeline, heat exchange occurs, causing the liquid fuel in the first pipeline to vaporize under the influence of the heat energy from the power generation module in the second pipeline. The cold energy released by the vaporization of the liquid fuel is received by the second pipeline, reducing the temperature of the working fluid in the power generation module. Then, the cooled working fluid is transported to the power generation module through the first circulation path, utilizing the significant temperature difference to generate electricity. The second-stage cold energy utilization structure is applied to the auxiliary refrigeration module. Through the setting of a third pipeline and a fourth pipeline, heat exchange occurs, causing the gaseous fuel in the third pipeline to exchange heat under the influence of the thermal energy difference from the auxiliary refrigeration module in the fourth pipeline, reducing the temperature of the working fluid in the auxiliary refrigeration module. The refrigerant temperature in the auxiliary refrigeration module is controlled, and then the cooled refrigerant is transported to the auxiliary refrigeration module through the second circulation path to achieve refrigeration. The third-stage cold energy utilization structure is applied to the fuel cell module. By setting up the fifth and sixth pipelines, the second-temperature gaseous fuel in the fifth pipeline exchanges heat with the waste heat of the fuel cell module's coolant in the sixth pipeline, raising the temperature of the second-temperature gaseous fuel in the fifth pipeline while lowering the temperature of the fuel cell module's coolant in the sixth pipeline. Then, the second-temperature gaseous fuel is heated to the temperature required for reaction with the fuel cell through the third circulation path, and the cooled coolant is transported to the fuel cell module through the third circulation path to achieve battery heat dissipation. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0023] Based on the above analysis of the module connection relationships of a vehicle cold energy utilization system, the operating principle of the vehicle cold energy utilization system is further explained as follows: The liquid fuel cryogenic storage and supply module 1 is used to store and supply cryogenic liquid fuel; the auxiliary refrigeration module 6 is used to exchange heat with the second cold energy utilization module 3, and then cool the vehicle through the refrigerant in the auxiliary refrigeration module 6; the fuel cell module 7 is used to receive third-temperature gaseous fuel and generate electricity using the third-temperature gaseous fuel; the first cold energy utilization module 2 is used to receive cryogenic liquid fuel and exchange heat with the power generation module 4 through the first circulation path, outputting first-temperature gaseous fuel; the second cold energy utilization module 3 is used to receive first-temperature gaseous fuel and exchange heat with the auxiliary refrigeration module 6 through the second circulation path, outputting second-temperature gaseous fuel; the third cold energy utilization module 5 is used to receive second-temperature gaseous fuel and exchange heat with the fuel cell module 7 through the third circulation path, outputting third-temperature gaseous fuel.

[0024] In one specific implementation, the liquid fuel cryogenic storage and supply module 1 supplies stored liquid hydrogen to the passageway. After entering the first cold energy utilization module 2, it exchanges heat with the first circulation passage formed in the power generation module 4. The heat generated in the power generation module in the first circulation passage can raise the liquid hydrogen from -253°C to -50°C, obtaining a first-temperature gaseous fuel, i.e., hydrogen at -50°C. Then, the -50°C hydrogen enters the second cold energy utilization module 3 along the passageway. The second cold energy utilization module 3 is associated with the auxiliary refrigeration module 6. When the -50°C hydrogen enters the second cold energy utilization module 3, the refrigerant in the auxiliary refrigeration module 6 will be cooled down. At the same time, the -50°C hydrogen continues to be heated to room temperature through heat exchange. In this embodiment, the auxiliary refrigeration module 6 is explained using the vehicle air conditioning refrigeration system as an example. That is, after the refrigerant in the auxiliary refrigeration module 6 is cooled down, it will enter the vehicle air conditioning refrigeration system through the second circulation passage. Cooling is achieved; finally, room temperature hydrogen enters the third cold energy utilization module 5 along the passage. The third cold energy utilization module 5 is associated with the fuel cell module 7. After receiving the room temperature hydrogen, the fuel cell module 7 first heats the room temperature hydrogen to 60°C, and then further reacts with oxygen to generate electricity. During the heating process, the heat energy generated during the chemical reaction with oxygen to generate electricity is absorbed by the coolant in the third circulation passage, and the coolant is heated to 80°C. Then, after heat exchange with the room temperature hydrogen in the passage, the hydrogen is heated to 60°C. Meanwhile, the coolant in the third circulation passage is cooled from 80°C to 70°C through heat exchange and returned to the fuel cell module 7. It is worth mentioning that in this embodiment, heating the hydrogen to 60°C is only used as an example for explanation. 60°C is between 40°C and 90°C, which is the suitable temperature for hydrogen chemical reaction in a hydrogen fuel cell. This temperature can be adjusted according to the actual situation, which will not be elaborated here.

[0025] In the above scheme, by setting up a three-level cold energy utilization structure, multiple cold energy utilization modules are associated in the liquid hydrogen flow path. The full utilization of cold energy can be achieved without a complex structure. The design of the multi-level cold energy utilization structure will not affect the safety of cold energy utilization due to its simplicity. It can be seen that the present invention realizes the design of a tiered cold energy utilization structure to utilize cold energy in a graded manner and improve the overall vehicle cold energy utilization rate.

[0026] In a preferred embodiment, in the first cold energy utilization module 2, the first pipe 21 is used to receive cryogenic liquid fuel and exchange heat with the power generation module 4 through the second pipe 22 to heat up the cryogenic liquid fuel and output gaseous fuel at a first temperature; the second pipe 22 is used to receive the working fluid of the power generation module 4 and exchange heat with the cryogenic liquid fuel through the first pipe 21 to cool down the working fluid of the power generation module 4; the flow direction of the cryogenic liquid fuel in the first pipe 21 is opposite to the flow direction of the working fluid of the power generation module 4 in the second pipe 22.

[0027] In one preferred embodiment, the cryogenic liquid fuel storage and supply module 1 supplies stored liquid hydrogen to the passageway. After entering the first cold energy utilization module 2, it exchanges heat with the first circulation passage formed in the power generation module 4. The heat generated in the power generation module through the first circulation passage can raise the liquid hydrogen from -253°C to -50°C, resulting in a first-temperature gaseous fuel, i.e., hydrogen at -50°C. Specifically, the cryogenic liquid fuel storage and supply module 1 supplies stored liquid hydrogen to the passageway. After entering the first cold energy utilization module 2, it exchanges heat with the second pipeline 22 in the first pipe 21. The second pipeline 22 is connected to the power generation module 4. The working fluid flowing in the cold end 411 of the second pipeline 22 has a higher temperature than that in the first pipeline 21, thereby achieving heat exchange and raising the liquid hydrogen from -253°C to -50°C. Meanwhile, the working fluid in the cold end 411 of the second pipeline 22 is cooled down and then fed back to the power generation module 4. In the first pipeline 21 and the second pipeline 22, the flow direction of the liquid hydrogen in the first pipeline 21 is opposite to the flow direction of the working fluid in the cold end 411 of the second pipeline 22. This arrangement is mainly used to enable the liquid hydrogen to be heated by the heat energy generated by the power generation module 4, thereby causing the liquid hydrogen to vaporize and release cold energy. By arranging them in parallel or spiral intertwined, the surface area for heat exchange can be increased, thereby improving the utilization rate of cold energy.

[0028] In a preferred embodiment, in the second cold energy utilization module 3, the third pipe 31 is used to receive the first-temperature gaseous fuel and exchange heat with the auxiliary refrigeration module 6 through the fourth pipe 32 to heat up the first-temperature gaseous fuel and output the second-temperature gaseous fuel; the fourth pipe 32 is used to receive the refrigerant of the auxiliary refrigeration module 6 and exchange heat with the first-temperature gaseous fuel through the third pipe 31 to cool down the refrigerant of the auxiliary refrigeration module 6; the flow direction of the first-temperature gaseous fuel in the third pipe 31 is opposite to the flow direction of the refrigerant of the auxiliary refrigeration module 6 in the fourth pipe 32.

[0029] In one preferred embodiment, hydrogen gas at -50°C enters the second cold energy utilization module 3 along a passage. The second cold energy utilization module 3 is associated with the auxiliary refrigeration module 6. When the -50°C hydrogen gas enters the second cold energy utilization module 3, the refrigerant in the auxiliary refrigeration module 6 is cooled. Simultaneously, the -50°C hydrogen gas continues to warm to room temperature through heat exchange. In this embodiment, the auxiliary refrigeration module 6 is explained using a vehicle air conditioning system as an example. That is, after the refrigerant in the auxiliary refrigeration module 6 is cooled, it will achieve cooling in the vehicle air conditioning system through the second circulation passage. Specifically, after passing through the power generation utilization associated with the first cold energy utilization module 2, the refrigerant... The hydrogen has been completely vaporized into cold hydrogen gas at a lower temperature of approximately -50°C. Subsequently, the -50°C cold hydrogen gas enters the third pipe 31 and exchanges heat with the inert fluorinated liquid refrigerant flowing in the fourth pipe 32, which is connected to the vehicle's air conditioning refrigeration system. At this point, the hydrogen gas is basically heated to room temperature, and the cooled refrigerant then cools the passenger compartment through a fan, replacing most of the load of the original air conditioning compressor and significantly reducing its power consumption. The principle that the flow direction of the first temperature gaseous fuel in the third pipe 31 is opposite to the flow direction of the refrigerant in the auxiliary refrigeration module 6 in the fourth pipe 32 is the same as the principle in the first cold energy utilization module 2, and will not be elaborated here.

[0030] In a preferred embodiment, in the third cold energy utilization module 5, the fifth pipe 51 is used to receive the second-temperature gaseous fuel and exchange heat with the fuel cell module 7 through the sixth pipe 52 to heat up the second-temperature gaseous fuel and output the third-temperature gaseous fuel; the sixth pipe 52 is used to receive the coolant of the fuel cell module 7 and exchange heat with the second-temperature gaseous fuel through the fifth pipe 51 to recover waste heat from the coolant of the fuel cell module 7; the flow direction of the second-temperature gaseous fuel in the fifth pipe 51 is opposite to the flow direction of the coolant of the fuel cell module 7 in the sixth pipe 52.

[0031] In one preferred embodiment, room temperature hydrogen enters the third cold energy utilization module 5 along a passage. The third cold energy utilization module 5 is associated with the fuel cell module 7. After receiving the room temperature hydrogen, the fuel cell module 7 first heats the hydrogen to 60°C, and then further reacts it with oxygen to generate electricity. During the heating process, the heat generated during the chemical reaction with oxygen is absorbed by the coolant in the third circulation passage, raising the coolant to 80°C. After heat exchange with the room temperature hydrogen in the passage, the hydrogen is heated to 60°C. Meanwhile, the coolant in the third circulation passage is cooled from 80°C to 70°C through heat exchange and returned to the fuel cell module 7. It is worth mentioning that in this embodiment, heating the hydrogen to 60°C is only used as an example for explanation. 60°C is within the suitable temperature range of 40°C-90°C for the hydrogen chemical reaction in a hydrogen fuel cell. This temperature can be adjusted according to actual conditions, which will not be elaborated here. Specifically, the hydrogen output from the second cold energy utilization module 3 is close to the ambient temperature, and finally enters the third cold energy utilization module 5. The hydrogen is finally heated by the waste heat of the coolant generated by the fuel cell module 7 at 80°C, so that it reaches the reaction temperature required by the battery in the fuel cell module 7 and participates in power generation. This completes the full energy utilization of liquid hydrogen from -253°C to 60°C. At the same time, the coolant in the third circulation path is also cooled from 80°C to 70°C and returned to the fuel cell module 7. After the third cold energy utilization module 5 exchanges heat with the hydrogen, it can provide auxiliary heat dissipation for the battery in the fuel cell module 7.

[0032] In a preferred embodiment, in the power generation module 4, the engine 41 is used to drive the displacement piston 413 and the power piston 414 to reciprocate through the first circulation path to generate mechanical energy, and transmit the mechanical energy to the generator 42; the generator 42 is used to receive the mechanical energy and convert the mechanical energy into electrical energy; the battery 43 is used to store the electrical energy generated by the generator 42. To further explain, the engine 41 is used to drive the displacement piston 413 and the power piston 414 to reciprocate through the first circulation path to generate mechanical energy, and to transmit the mechanical energy to the generator 42. This includes: executing a single reciprocating motion process: the power piston 414 compresses the working fluid at the cold end 411, and compresses the working fluid at the cold end 411 into the first circulation path for cooling; if the movement position of the power piston 414 meets the first preset movement requirement, the cooled working fluid at the cold end 411 is transported back to the cold end 411 through the first circulation path, and the cooled working fluid at the cold end 411 pushes the displacement piston 413 to move; whenever the cooled working fluid at the cold end 411 pushes the displacement piston 413 to move, the cooled working fluid at the cold end 411 is heated by the regenerator 415. The working fluid is input to the hot end 412 to obtain the working fluid at the hot end 412. If the movement position of the displacement piston 413 meets the second preset movement requirement, the working fluid at the hot end 412 is heated through the fourth circulation path, and the heated working fluid at the hot end 412 pushes the power piston 414 to move. If the movement position of the power piston 414 meets the third preset movement requirement, the heated working fluid at the hot end 412 is pushed back to the cold end 411 through the displacement piston 413. Whenever the heated working fluid at the hot end 412 is pushed back to the cold end 411, the heated working fluid at the hot end 412 is cooled through the regenerator 415, ending the single reciprocating motion process. The single reciprocating motion process is repeated, and mechanical energy is generated through the reciprocating motion of the displacement piston 413 and the power piston 414, and the mechanical energy is transmitted to the generator 42.

[0033] In one preferred embodiment, the power generation module 4 is illustrated using a cryogenic Stirling engine with helium as the working fluid. Conventional Stirling engines typically require external fuel combustion to provide a high-temperature heat source at the hot end to meet the temperature difference requirement with the cold end. Furthermore, the cold end requires an additional heat absorption device for heat dissipation. Therefore, based on the operating principle of the cryogenic Stirling engine, the power generation module 4 is improved. Specifically, one possible implementation involves connecting the engine's cold end 411 to the second pipe 22 for heat exchange with liquid hydrogen, while the hot end 412 is placed at ambient temperature. The engine piston is driven to reciprocate using a huge temperature difference of nearly 280°C. In this embodiment, the engine piston consists of a displacement piston 413 located at the cold end 411 and a power piston 414 located at the hot end 412. The mechanical energy generated by the reciprocating motion of the engine piston can directly drive a generator 42 with a coil made of magnesium diboride (MgB2) superconducting material. It is worth mentioning that the cryogenic environment of liquid hydrogen causes the coil of generator 42 to naturally enter a superconducting state, achieving near-zero resistance loss and extremely high power generation efficiency. The electrical energy generated by generator 42 is then stored in battery 43.

[0034] In this embodiment, the working principle of the cryogenic Stirling engine can be divided into the following steps: First, the working fluid helium gas in the cold end 411 of the engine 41 is compressed by the power piston 414. The heat generated by the compression is carried away in the second pipe 22 after heat exchange with the liquid hydrogen flow channel first pipe 21 at a tightly coupled part, so that the compression process is carried out at a near-constant low temperature of -253°C. It is worth mentioning that this process usually requires input energy, such as the inertia of the crankshaft of the engine 41 or the energy provided when the motor starts. Energy; then the power piston 414 moves to the leftmost end and is almost stationary, and the displacement piston 413 begins to move to the right, pushing the working fluid at the cold end 411 through the regenerator 415 to the hot end 412. When the high-pressure and low-temperature working fluid flows through the regenerator 415, its temperature is much lower than the substrate temperature of the regenerator 415. Therefore, the working fluid absorbs heat from the regenerator, and its temperature gradually increases. In this embodiment, the first preset motion requirement is characterized by the power piston 414 moving to the leftmost end and being almost stationary; furthermore, when the displacement piston 413 moves to the rightmost end... When the working fluid at the hot end 412 is nearly stationary, it begins to absorb heat from the environment through the coupling point, maintaining a near-constant temperature of ~25°C. At this time, the working fluid expands due to heat and pushes the power piston 414 to the right, outputting mechanical energy. In this embodiment, the second preset motion requirement is characterized by the displacement piston 413 moving to the rightmost end and nearly stationary. Finally, when the power piston 414 moves to the rightmost end and nearly stationary, the displacement piston 413 begins to move to the left, pushing the working fluid at the hot end back and allowing it to flow through the coupling point again. The regenerator 415 flows to the cold end 411. At this time, when the low-pressure and high-temperature working fluid flows through the regenerator 415, its temperature is higher than the substrate temperature of the regenerator 415. Therefore, the working fluid releases heat to the regenerator 415, and the temperature gradually decreases. It waits to execute the next piston reciprocating motion process. In this embodiment, the third preset motion requirement is characterized by the power piston 414 moving to the rightmost end and almost stopping. Thus, the huge temperature difference of nearly 280°C drives the engine piston to reciprocate to generate mechanical energy, which is then transmitted to the generator 42 to generate electricity.

[0035] In the above scheme, in the first-stage cold energy utilization structure design, after the power generation module receives the cold energy released from the vaporization of liquid fuel, the temperature of the working fluid in the second pipeline of the power generation module is reduced. The cooled working fluid is then transported to the power generation module through the first circulation path. At this point, a significant temperature difference is generated with the fourth circulation path, driving the displacement piston at the cold end and the power piston at the hot end to reciprocate, generating mechanical energy which is input to the generator to produce electricity. Thus, a tiered cold energy utilization structure is designed to utilize cold energy in stages, improving the overall vehicle cold energy utilization rate.

[0036] Based on the three-level cold energy utilization structure design, a control method for the whole vehicle cold energy utilization system is further proposed. By considering the vehicle's cooling load demand and the power generation of the generator module, a more reasonable control strategy for cold energy utilization is provided. For details, please refer to [link to specific scheme]. Figure 3 , Figure 3 This is a flowchart illustrating the steps of a control method for a vehicle cold energy utilization system according to a certain embodiment of the present invention. Figure 3 As shown in the figure, this invention proposes a control method for a vehicle cold energy utilization system, including steps S1 to S3, the specific steps of which are as follows: Step S1: Real-time collection of the vehicle's cooling load demand and the power generation of the power generation module; Step S2: Based on the vehicle's cooling load demand and the power generation of the power generation module, generate a control strategy for the vehicle's cooling energy utilization system. Step S3: Based on the vehicle's cold energy utilization system control strategy, control the first cold energy utilization module, the second cold energy utilization module, the power generation module, and the auxiliary refrigeration module.

[0037] A preferred embodiment involves controlling a first cold energy utilization module 2, a second cold energy utilization module 3, a power generation module 4, and an auxiliary refrigeration module 6 based on a vehicle cold energy utilization system control strategy. This includes: if the vehicle's cooling load demand exceeds the power generation capacity of the power generation module, generating a first vehicle cold energy utilization system control strategy; reducing the heat exchange between the first cold energy utilization module 2 and the power generation module 4 based on the first vehicle cold energy utilization system control strategy; and increasing the heat exchange between the second cold energy utilization module 3 and the auxiliary refrigeration module 6 based on the first vehicle cold energy utilization system control strategy. Conversely, if the vehicle's cooling load demand is less than the power generation capacity of the power generation module, generating a second vehicle cold energy utilization system control strategy; increasing the heat exchange between the first cold energy utilization module 2 and the power generation module 4 based on the second vehicle cold energy utilization system control strategy; and decreasing the heat exchange between the second cold energy utilization module 3 and the auxiliary refrigeration module 6 based on the second vehicle cold energy utilization system control strategy.

[0038] One possible implementation involves real-time acquisition of air conditioning load demand and real-time power generation from generator module 4. The real-time load demand and power generation are then compared, and the corresponding operating mode is adaptively switched. Specifically, when the real-time air conditioning load demand exceeds the real-time power generation, and the real-time load demand is greater than or close to the current power generation, a first vehicle-wide cold energy utilization system control strategy is generated. This strategy controls the three-way valve in the auxiliary refrigeration module 6 to regulate the air conditioning system, causing the refrigerant to flow primarily or entirely through the second cold energy utilization module 3. This maximizes the direct cooling effect of hydrogen. Then, all the electrical energy generated by generator module 4 is directed to the electric compressor of the air conditioning system for auxiliary cooling. It is worth mentioning that if the power generation is still insufficient, the difference will be supplemented by the storage battery 43. When the real-time air conditioning load demand is less than the real-time power generation, a second vehicle cold energy utilization system control strategy is generated to control and regulate the three-way valve of the air conditioning system in the auxiliary refrigeration module 6, allowing only a portion of the refrigerant to flow through the second cold energy utilization module 3 to provide the necessary baseline cooling capacity and avoid over-cooling that would cause energy waste. Then, the electrical energy generated by the power generation module 4, after meeting the basic operation of the air conditioning compressor, is intelligently guided to the storage battery 43 for charging. In this embodiment, the charging strategy takes into account the current battery charge to optimize battery life and energy recovery efficiency, and monitors parameters such as air conditioning load, liquid hydrogen flow rate, and power generation in real time.

[0039] This invention proposes a control method for a vehicle cold energy utilization system. Based on the difference between the real-time collected vehicle cooling load demand and the power generation of the power generation module, different control strategies for the vehicle cold energy utilization system are generated. Combining the principle of hierarchical cold energy utilization structure design, the method controls the influence of the heat energy of the power generation module on liquid fuel and the influence of the heat energy difference of the auxiliary refrigeration module on the first temperature gaseous fuel, thereby achieving refrigeration and power generation regulation. By adopting an intelligent analysis strategy to generate different control strategies, the method can better reflect the actual cold energy demand and control it in a targeted manner, which helps to improve the vehicle's cold energy utilization rate.

[0040] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

[0041] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. Furthermore, the described specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0042] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

Claims

1. A whole vehicle cold energy utilization system, characterized by, The application relates to a liquid fuel low-temperature storage and supply module, a first cold energy utilization module, a second cold energy utilization module, a power generation module, a third cold energy utilization module, an auxiliary refrigeration module and a fuel cell module. The liquid fuel low-temperature storage and supply module is communicated with the first cold energy utilization module; the first cold energy utilization module is communicated with the second cold energy utilization module; the first cold energy utilization module is further communicated with the power generation module; the second cold energy utilization module is communicated with the third cold energy utilization module; the second cold energy utilization module is further communicated with the auxiliary refrigeration module; the third cold energy utilization module is communicated with the fuel cell module; wherein the liquid fuel low-temperature storage and supply module, the first cold energy utilization module, the second cold energy utilization module, the third cold energy utilization module and the fuel cell module form a one-way channel; the first cold energy utilization module and the power generation module form a first circulating channel; the second cold energy utilization module and the auxiliary refrigeration module form a second circulating channel; the third cold energy utilization module and the fuel cell module form a third circulating channel. The first cold energy utilization module is used for receiving low-temperature liquid fuel and exchanging heat with the power generation module through the first circulating channel to output first-temperature gas fuel. The second cold energy utilization module is used for receiving first-temperature gas fuel and exchanging heat with the auxiliary refrigeration module through the second circulating channel to output second-temperature gas fuel. The third cold energy utilization module is used for receiving second-temperature gas fuel and exchanging heat with the fuel cell module through the third circulating channel to output third-temperature gas fuel. The first cold energy utilization module comprises a first pipeline and a second pipeline.

2. The whole vehicle cold energy utilization system according to claim 1, characterized in that, One end of the first pipeline is communicated with the liquid fuel low-temperature storage and supply module; the other end of the first pipeline is communicated with the second cold energy utilization module; the second pipeline forms the first circulating channel with the power generation module. The first pipeline is used for receiving low-temperature liquid fuel and exchanging heat with the power generation module through the second pipeline to warm the low-temperature liquid fuel and output first-temperature gas fuel. The second pipeline is used for receiving the working medium of the power generation module and exchanging heat with the low-temperature liquid fuel through the first pipeline to cool the working medium of the power generation module. The flow direction of the low-temperature liquid fuel in the first pipeline is opposite to the flow direction of the working medium of the power generation module in the second pipeline. The second cold energy utilization module comprises a third pipeline and a fourth pipeline.

3. The whole vehicle cold energy utilization system according to claim 2, characterized in that, One end of the third pipeline is communicated with the other end of the first pipeline; the other end of the third pipeline is communicated with the third cold energy utilization module; the fourth pipeline forms the second circulating channel with the auxiliary refrigeration module. The third pipeline is used for receiving the first-temperature gas fuel and exchanging heat with the auxiliary refrigeration module through the fourth pipeline to warm the first-temperature gas fuel and output second-temperature gas fuel. ​ The fourth pipeline is used for receiving the secondary refrigerant of the auxiliary refrigeration module, and exchanges heat with the first-temperature gas fuel through the third pipeline to cool the secondary refrigerant of the auxiliary refrigeration module. The first-temperature gas fuel flows in the third pipeline in a direction opposite to the flow direction of the secondary refrigerant in the fourth pipeline.

4. The whole vehicle cold energy utilization system according to claim 3, characterized in that, The third cold energy utilization module comprises a fifth pipeline and a sixth pipeline. One end of the fifth pipeline is in communication with the other end of the third pipeline, and the other end of the fifth pipeline is in communication with the fuel cell module. The sixth pipeline is in communication with the fuel cell module to form a third circulation passage. The fifth pipeline is used for receiving the second-temperature gas fuel, and exchanges heat with the fuel cell module through the sixth pipeline to heat the second-temperature gas fuel to output third-temperature gas fuel. The sixth pipeline is used for receiving the cooling liquid of the fuel cell module, and exchanges heat with the second-temperature gas fuel through the fifth pipeline to recover waste heat of the cooling liquid of the fuel cell module.

5. A vehicle cold energy utilization system according to any one of claims 2 to 4, characterized in that, The second-temperature gas fuel flows in the fifth pipeline in a direction opposite to the flow direction of the cooling liquid in the sixth pipeline. The liquid fuel low-temperature storage and supply module is used for storing and supplying low-temperature liquid fuel. The auxiliary refrigeration module is used for refrigerating the whole vehicle through the secondary refrigerant of the auxiliary refrigeration module after exchanging heat with the second cold energy utilization module.

6. The whole vehicle cold energy utilization system according to claim 5, characterized in that, The fuel cell module is used for receiving the third-temperature gas fuel and generating electricity through the third-temperature gas fuel. The power generation module comprises an engine, a generator and a storage battery. The engine comprises a cold end and a hot end. The cold end is internally provided with a displacement piston, and the hot end is internally provided with a power piston. The input end of the cold end is in communication with one end of the fourth pipeline, and the output end of the cold end is in communication with the other end of the fourth pipeline. The cold end and the fourth pipeline form the first circulation passage.

7. The whole vehicle cold energy utilization system according to claim 6, characterized in that, The input end of the hot end is in communication with the output end to form the fourth circulation passage. The engine is mechanically connected with the generator, and the generator is electrically connected with the storage battery. The engine is used for driving the displacement piston and the power piston to reciprocate to generate mechanical energy through the first circulation passage, and transmitting the mechanical energy to the generator. The generator is used for receiving the mechanical energy and converting the mechanical energy into electrical energy. The storage battery is used for storing the electrical energy generated by the generator. The engine comprises a regenerator fixedly arranged between the cold end and the hot end. The engine is used for driving the displacement piston and the power piston to reciprocate to generate mechanical energy through the first circulation passage, and transmitting the mechanical energy to the generator, comprising: a single reciprocation process is performed: the working medium of the cold end is compressed by the power piston, and the working medium of the cold end is compressed to the first circulation passage to be cooled; the working medium of the first circulation passage is expanded by the displacement piston to be heated, and the working medium of the first circulation passage is heated to the hot end to be cooled; the working medium of the hot end is expanded by the power piston to be heated, and the working medium of the hot end is heated to the fourth circulation passage to be cooled; the working medium of the fourth circulation passage is expanded by the displacement piston to be heated, and the working medium of the fourth circulation passage is heated to the cold end to be cooled. If the movement position of the power piston meets the first preset movement requirement, the cooled working medium of the cold end is transported back to the cold end through the first circulating passage, and the cooled working medium of the cold end drives the displacement piston to move; Whenever the cooled working medium of the cold end drives the displacement piston to move, the cooled working medium of the cold end is heated by the regenerator and input to the hot end, obtaining the working medium of the hot end; If the movement position of the displacement piston meets the second preset movement requirement, the working medium of the hot end is heated through the fourth circulating passage, and the heated working medium of the hot end drives the power piston to move; If the movement position of the power piston meets the third preset movement requirement, the heated working medium of the hot end is pushed back to the cold end by the displacement piston; Whenever the heated working medium of the hot end is pushed back to the cold end, the heated working medium of the hot end is cooled by the regenerator, ending the single round-trip movement process; The single round-trip movement process is repeatedly executed, and mechanical energy is generated by the round-trip movement of the displacement piston and the power piston, and the mechanical energy is transmitted to the generator.

8. A control method of a vehicle -wide cold energy utilization system, characterized by, The application is applied to a whole vehicle cold energy utilization system as claimed in any one of claims 1 to 7, and the whole vehicle cold energy utilization system comprises a first cold energy utilization module, a second cold energy utilization module, a power generation module and an auxiliary refrigeration module. The method is executed by an intelligent control terminal and comprises the following steps: Real-time acquisition of whole vehicle refrigeration load demand and power generation power of the power generation module; Generation of whole vehicle cold energy utilization system control strategy based on the whole vehicle refrigeration load demand and the power generation power of the power generation module; Control of the first cold energy utilization module, the second cold energy utilization module, the power generation module and the auxiliary refrigeration module based on the whole vehicle cold energy utilization system control strategy.

9. The control method of a whole vehicle cold energy utilization system according to claim 8, characterized in that, The control of the first cold energy utilization module, the second cold energy utilization module, the power generation module and the auxiliary refrigeration module based on the whole vehicle cold energy utilization system control strategy comprises the following steps: If the whole vehicle refrigeration load demand is greater than the power generation power of the power generation module, a first whole vehicle cold energy utilization system control strategy is generated; Based on the first whole vehicle cold energy utilization system control strategy, the heat exchange amount of the first cold energy utilization module and the power generation module is reduced; Based on the first whole vehicle cold energy utilization system control strategy, the heat exchange amount of the second cold energy utilization module and the auxiliary refrigeration module is increased.

10. The control method of a whole vehicle cold energy utilization system according to claim 8, characterized in that, The control of the first cold energy utilization module, the second cold energy utilization module, the power generation module and the auxiliary refrigeration module based on the whole vehicle cold energy utilization system control strategy comprises the following steps: If the whole vehicle refrigeration load demand is less than the power generation power of the power generation module, a second whole vehicle cold energy utilization system control strategy is generated; Based on the second whole vehicle cold energy utilization system control strategy, the heat exchange amount of the first cold energy utilization module and the power generation module is increased; Based on the second whole vehicle cold energy utilization system control strategy, the heat exchange amount of the second cold energy utilization module and the auxiliary refrigeration module is reduced.

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