Integrated thermal management system for a rail vehicle and control method thereof

Abstract

The application discloses a kind of integrated thermal management system for rail vehicle and its control method, the integrated thermal management system, comprising: external energy input part, for providing electrical energy for the integrated thermal management system;Carriage cold and hot load acquisition acquisition part, for acquisition acquisition passenger heat load, solar radiation heat load, enclosure heat leakage load and ventilation load;Vehicle-mounted heat management equipment part, for maintaining the temperature and humidity and heat management demand of each part of integrated thermal management system based on the load obtained by carriage cold and hot load acquisition acquisition part;Energy output part, for outputting excess heat energy and electrical energy in integrated thermal management system to the outside of the rail vehicle.The application can carry out cascade recovery and cascade utilization to various distributed waste heat on rail vehicle, can greatly improve the waste heat utilization efficiency on rail vehicle;While giving consideration to energy saving and emission reduction two aspects, it can solve the actual technical problems, such as waste heat waste, existing on current rail vehicle.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of track vehicle thermal management, and particularly relates to a comprehensive thermal management system for track vehicles and a control method thereof. BACKGROUND

[0002] At present, most of the high-speed railways and even all track vehicles are driven by electrification, and a small part is driven by direct combustion of primary energy; among them, most of the power and non-power electrical equipment on the electrified track vehicle is limited by the bottleneck of power conversion efficiency, and a large amount of cascade waste heat is generated at the normal functional level (for example, the rated heat generation of a single car transformer of a motor train unit is 300kW, and the rated temperature of waste heat is 100℃; the rated heat generation of a single car converter of a motor train unit is 226kW, and the rated temperature of waste heat is 90℃); the rated temperature of waste heat of the track vehicle driven by the internal combustion engine reaches 200℃ or above; the use of lithium batteries and hydrogen fuel cells on future track vehicles will be the trend, which will also generate waste heat energy in the range of 40℃ and 80℃ respectively.

[0003] In the current track vehicle technology, the thermal management technology basically only has one function, that is, all the above-mentioned various cascade waste heat energy is collected and uniformly released to the environment, which ensures the safety and stability of the track vehicle during operation, but actually causes a large amount of energy waste, and has a large space for waste heat energy recovery and utilization. SUMMARY

[0004] The present application aims to provide a comprehensive thermal management system for track vehicles and a control method thereof to solve one or more of the above technical problems. The present application provides a low-carbon comprehensive thermal management system, which can recover and utilize the cascade waste heat on the track vehicle, and can greatly improve the waste heat utilization efficiency on the track vehicle; at the same time, it takes into account energy saving and emission reduction, and can solve the actual technical problems such as waste heat waste on the current track vehicle.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical scheme:

[0006] The present application provides a comprehensive thermal management system for track vehicles, comprising:

[0007] An external energy input unit for providing power for the comprehensive thermal management system;

[0008] A car cold and heat load acquisition unit for acquiring passenger heat load, solar radiation heat load, enclosure heat leakage load and ventilation load;

[0009] The vehicle-mounted heat management device part is used for maintaining the temperature and humidity and heat management requirements of each part of the comprehensive heat management system based on the load obtained by the vehicle cabin cold and heat load acquisition part; wherein the vehicle-mounted heat management device part comprises a vehicle-mounted waste heat production device, a vehicle-mounted waste heat recycling device and a vehicle-mounted terminal cold and heat power application device; the vehicle-mounted waste heat production device comprises a lithium battery, a hydrogen fuel cell, a converter, a transformer, an auxiliary variable frequency or variable current device and an internal combustion engine in the order of ascending waste heat temperature; the vehicle-mounted waste heat recycling device comprises an organic Rankine cycle system, an absorption refrigeration system and a high-efficiency heat pump system; the vehicle-mounted terminal cold and heat power application device comprises a non-power type electric terminal, a vehicle-mounted heat terminal, a vehicle-mounted cold terminal and a multi-source flexible energy storage device;

[0010] The energy output part is used for outputting the excess heat energy and electric energy in the comprehensive heat management system to the outside of the railway vehicle;

[0011] The comprehensive heat management system for the railway vehicle adopts the pump-driven two-phase flow technology as the channel of heat transmission and transportation and constitutes the energy flow network in the system, so that the collection, transportation and collection of cold and heat energy in different components are realized.

[0012] The further improvement of the present application is that the external energy input part comprises one or more of the following: grid direct connection input device, lithium battery, hydrogen fuel cell, vehicle-mounted wind power generation device and vehicle-mounted photovoltaic power generation device.

[0013] The further improvement of the present application is that it further comprises:

[0014] The refrigerant collection tank is used for collecting the pump-driven two-phase fluid;

[0015] When the pump-driven two-phase flow technology is adopted as the channel of heat transmission and transportation and constitutes the energy flow network in the system, so that the collection, transportation and collection of cold and heat energy in different components are realized, the heat exchange process between the two-phase fluid and different components is realized through the plate heat exchanger or the jacket heat exchanger; the heat exchange process between the two-phase fluid and air is realized through the micro-channel heat exchanger.

[0016] The present application provides a control method of a comprehensive heat management system for a railway vehicle, comprising the following steps:

[0017] The high-temperature refrigerant fluid is sequentially pumped through the refrigerant working fluid pump in a series form to the evaporator of the organic Rankine cycle system, the generator of the absorption refrigeration system and the evaporator of the high-efficiency heat pump system, so as to provide a cascade waste heat;

[0018] The refrigerant provided with the gradient waste heat is introduced into the radiator outside the vehicle for heat dissipation, and the refrigerant after heat dissipation is sequentially introduced into the condenser of the organic Rankine cycle system and the condenser of the absorption refrigeration system, and then sequentially introduced into all or part of the equipment in the vehicle-mounted waste heat production equipment, so that the temperature level of the two-phase fluid refrigerant is gradually increased and finally recovered, thereby realizing the gradient recovery of the waste heat energy in the railway vehicle.

[0019] The further improvement of the present application further comprises the following steps:

[0020] The low-temperature refrigerant fluid is pumped into the gas cooler of the high-efficiency heat pump system to absorb the high-grade heat energy produced by the high-efficiency heat pump system and is heated;

[0021] The heated refrigerant is sequentially introduced into the equipment heater and the cabin heating heat exchanger in series; and the two-phase fluid refrigerant is finally pumped into the multi-source flexible energy storage device for energy storage.

[0022] The further improvement of the present application further comprises the following steps:

[0023] The heat-absorbing and temperature-lowering of the heat transfer medium in the evaporator of the absorption refrigeration system is carried out, and then the heat transfer medium is pumped into the liquid cooling plate of the lithium battery and the cabin refrigeration heat exchanger in parallel; and the temperature-raised heat transfer medium returns to the evaporator of the absorption refrigeration system.

[0024] The further improvement of the present application further comprises the following steps:

[0025] The expander of the organic Rankine cycle system is used to drive the generator to realize power generation;

[0026] The obtained power is respectively transmitted to the electrical terminal in the vehicle compartment and the multi-source flexible energy storage device in parallel.

[0027] The further improvement of the present application is that the organic Rankine cycle system uses R245fa or R600a refrigerant, and when the formula (1) is satisfied, the highest grade waste heat energy on the railway vehicle is recovered and converted into electric energy, and the lowest grade waste heat on the railway vehicle is output, and the condensing pressure and the evaporation pressure of the organic Rankine cycle are controlled according to formula (2) and formula (3) respectively.

[0028]

[0029]

[0030] P evap，ORC =P(t=t L，max ,s=s(P=P con，ORC ,Q=1)), (3);

[0031] In the formula, tL，max T is the highest temperature of the pump-driven two-phase flow air T is the ambient air temperature L，ave T is the average temperature of the pump-driven two-phase flow con，ORC P is the condensing pressure of the organic Rankine cycle system sat T is the temperature used to determine the saturation pressure cabin T is the cabin temperature evap，ORC P is the evaporation pressure of the organic Rankine cycle system

[0032] A further improvement of the present application is that the absorption refrigeration system uses R718-LiBr working pairs as refrigerant and absorbent respectively, and is started to operate when formula (4) is satisfied, recovers the last high-grade waste heat energy on the rail vehicle and converts it into sufficient refrigeration capacity, and the condensing pressure and evaporation pressure of the absorption refrigeration system cycle are controlled according to formula (5) and formula (6) respectively.

[0033]

[0034]

[0035]

[0036] In the formula, P con，abc P is the condensing pressure of the absorption refrigeration system evap，abc P is the evaporation pressure of the absorption refrigeration system.

[0037] A further improvement of the present application is that the high-efficiency heat pump system uses refrigerant CO2 and trans-critical operation mode, the hot water supply and heat storage part is started to operate all year round, the passenger cabin heating part is started to operate when formula (7) is satisfied, recovers the low-grade waste heat energy on the rail vehicle and provides high-grade heat energy, and the optimal exhaust pressure is controlled according to formula (8), and the evaporation pressure does not need to be controlled.

[0038] T cabin + T air -560≤0 and

[0039]

[0040] In the formula, P d，CO2 P is the exhaust pressure of the CO2 heat pump equipment.

[0041] Compared with the prior art, the present application has the following beneficial effects:

[0042] The application specifically provides a low-carbon comprehensive thermal management system for a rail vehicle, breaks through the conventional rail vehicle thermal management mode (explanatory, the conventional mode is a simple mode of completely collecting and uniformly discharging multiple-stage waste heat to an outdoor atmospheric environment), can perform gradient recovery and gradient utilization on multiple distributed waste heat on the rail vehicle, and can greatly improve waste heat utilization efficiency on the rail vehicle; meanwhile, both energy saving and emission reduction are taken into account, and the actual technical problems such as waste heat waste on the current rail vehicle can be solved. The application innovatively proposes an ordered and gradient recovery method and an ordered and gradient utilization method for multiple waste heat energy on the rail vehicle, which can not only efficiently recover waste heat energy, realize self-sufficiency of multiple energy forms such as cold / heat / electricity on the rail vehicle, and has very significant energy saving and emission reduction benefits. The application innovatively proposes that a pump-driven two-phase flow technology is used as a heat transfer and transport channel to form an energy flow network in the rail vehicle thermal management system, and the efficient and low-loss flow effect of energy in the complex energy system on the rail vehicle can be realized.

[0043] In the control method of the application, the order of gradient recovery and gradient utilization of multiple and multiple-stage waste heat on the rail vehicle is innovatively proposed, on one hand, the order of waste heat gradient recovery by the pump-driven two-phase fluid is indicated according to the order of waste heat temperature from low to high, and on the other hand, the order of waste heat gradient utilization by the pump-driven two-phase fluid is indicated according to the order of demand from high to low. The application innovatively proposes a method for gradient recovery and utilization of waste heat energy on the rail vehicle, thereby finally generating high-grade heat energy, sufficient refrigeration capacity, electric energy and other energy forms, and indicates the energy flow mode of the three energy forms to various energy-consuming terminals on the rail vehicle.

[0044] Further specifically, the application innovatively proposes an optimization and thermodynamic parameter control method of the main components of the complex thermal management system on the rail vehicle, such as the organic Rankine cycle system, the absorption refrigeration system and the high-efficiency CO2 heat pump equipment, which can ensure efficient operation of the equipment. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following briefly introduces the drawings needed in the embodiments or prior art description; obviously, the drawings in the following description are some embodiments of the application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0046] Figure 1 is a schematic block diagram of a low-carbon comprehensive thermal management system for a rail vehicle according to an embodiment of the application;

[0047] Figure 2is a waste heat recovery implementation mode schematic flow block diagram of the vehicle-mounted heat management equipment such as the organic Rankine cycle, the high-performance CO2 heat pump, and the absorption refrigeration system in the embodiment of the present application. DETAILED DESCRIPTION

[0048] In order for those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present application.

[0049] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0050] The present application will be described in further detail below in conjunction with the drawings:

[0051] Please refer to Figure 1 The low-carbon comprehensive heat management system for rail vehicles in the embodiment of the present application comprises an external energy input part, a car cold and heat load part, a vehicle-mounted heat management equipment part, and an energy output part.

[0052] The external energy input part comprises conventional electric energy input on the rail vehicle (specifically exemplary, including grid direct connection input and lithium battery storage input mode), hydrogen fuel cell, vehicle-mounted wind power generation system and vehicle-mounted photovoltaic power generation system.

[0053] The car cold and heat load part comprises passenger heat load, solar radiation heat load, enclosure heat leakage load, and ventilation load, etc.

[0054] The vehicle thermal management device part comprises a vehicle waste heat production link, a vehicle waste heat recycling device and a vehicle terminal cold / heat / electricity application link; wherein the vehicle waste heat production link is sequentially arranged according to the waste heat temperature, and is respectively a lithium battery, a hydrogen fuel cell, a converter, a transformer, an auxiliary variable voltage / variable current device, an internal combustion engine and the like; the vehicle waste heat recycling device comprises an organic Rankine cycle system (recycling high-grade waste heat, generating electric energy and releasing low-temperature waste heat), a high-efficiency heat pump system (recycling low-grade waste heat or air energy, generating high-grade heat energy) and an absorption refrigeration system (recycling high-grade waste heat, generating sufficient refrigeration capacity and releasing low-temperature waste heat); the vehicle terminal cold / heat / electricity application link comprises a non-power type electric terminal (lighting, fan and the like), a vehicle heat terminal (hot water supply, vehicle cabin heating and the like), a vehicle cold terminal (vehicle cabin refrigeration, equipment refrigeration and the like) and a multi-source flexible energy storage device (used for storing different grade waste heat, electric energy and the like from low to high).

[0055] The energy output part comprises waste heat discharge of the whole thermal management system, various friction losses and energy output of the multi-source flexible energy storage module to the energy station along the line.

[0056] The technical scheme provided by the embodiment of the present application can realize high matching among electric power input, vehicle cabin heat load and vehicle cold / heat / electricity application terminal in the whole thermal management system of the future rail vehicle, recycle and utilize the waste heat energy on the vehicle to the maximum extent, recycle and utilize the waste heat energy of different grades by using the organic Rankine cycle and high-efficiency heat pump technology and absorption refrigeration technology, convert the waste heat energy into electric energy, higher grade heat energy and refrigeration capacity to adapt to the vehicle cold / heat / electricity application demand; meanwhile, the pump-driven two-phase flow technology and the multi-source flexible energy storage technology are used to alleviate the time domain inconsistency between the waste heat energy production on the vehicle and the multi-source energy utilization, not only realize self-sufficiency of the rail vehicle in the energy aspect to a large extent, but also realize energy output of the multi-source flexible energy storage device to the energy station along the line, so as to realize the source-grid cooperation target.

[0057] In the embodiment of the present application, the pump-driven two-phase flow technology is used in the vehicle thermal management system as a channel for heat transmission and transportation, and an energy flow network is formed in the system, and the cold and heat energy in the whole vehicle thermal management system is collected, transported and aggregated in different components by relying on the pump-driven two-phase flow technology, and the flow power of the two-phase fluid is realized by relying on the working medium pump in different circuits; the heat exchange process (heat absorption or heat release) between the two-phase fluid and different components is realized by using a plate heat exchanger or a tube-in-tube heat exchanger; in addition, the heat exchange process between the two-phase fluid and air (outdoor heat dissipation, indoor heat supply, indoor refrigeration and the like) is realized by using a micro-channel heat exchanger.

[0058] Please refer to Figure 2In the embodiment of the present application, the pump-driven two-phase flow technology can be used to realize the gradient recovery and gradient utilization of various and multiple waste heat on the rail vehicle, specifically: the pump-driven two-phase fluid in the rail vehicle thermal management system is collected in the gradient waste heat recovery device (refrigerant collection tank), the high-temperature refrigerant fluid (generally located in the upper part of the collection tank) in the collection tank is pumped to the evaporator of the organic Rankine cycle, the generator of the absorption refrigeration system and the evaporator of the high-efficiency heat pump system in series to provide 100℃, 80℃ and 50℃ gradient waste heat, then enters the radiator outside the vehicle to dissipate heat, and the low-grade waste heat that cannot be utilized is released to the atmosphere, and the two-phase fluid passes through the condenser of the organic Rankine cycle, the condenser of the absorption refrigeration system in turn at a lower temperature, and reaches a temperature level of 40℃-50℃, then passes through the liquid cooling plate of the inverter, the liquid cooling plate of the hydrogen fuel cell pack, the liquid cooling plate of the auxiliary inverter / transformer equipment, the liquid cooling plate of the transformer, the liquid cooling plate of the permanent magnet motor and the liquid cooling jacket of the internal combustion engine (if any) in turn, and the temperature level of the two-phase fluid is gradually increased to 100℃-110℃ (if there is an internal combustion engine, it can reach more than 150℃), so that the gradient recovery of waste heat energy in the rail vehicle is realized, and finally returns to the collection tank.

[0059] In the embodiment of the present application, the pump-driven two-phase flow technology can be used to realize the gradient recovery and gradient utilization of various and multiple waste heat on the rail vehicle, specifically: the pump-driven two-phase fluid in the rail vehicle thermal management system is collected in the gradient waste heat recovery device (refrigerant collection tank), the high-temperature refrigerant fluid (generally located in the upper part of the collection tank) in the collection tank is pumped to the evaporator of the organic Rankine cycle, the generator of the absorption refrigeration system and the evaporator of the high-efficiency heat pump system in series to provide 100℃, 80℃ and 50℃ gradient waste heat, then enters the radiator outside the vehicle to dissipate heat, and the low-grade waste heat that cannot be utilized is released to the atmosphere, and the two-phase fluid passes through the condenser of the organic Rankine cycle, the condenser of the absorption refrigeration system in turn at a lower temperature, and reaches a temperature level of 40℃-50℃, then passes through the liquid cooling plate of the inverter, the liquid cooling plate of the hydrogen fuel cell pack, the liquid cooling plate of the auxiliary inverter / transformer equipment, the liquid cooling plate of the transformer, the liquid cooling plate of the permanent magnet motor and the liquid cooling jacket of the internal combustion engine (if any) in turn, and the temperature level of the two-phase fluid is gradually increased to 100℃-110℃ (if there is an internal combustion engine, it can reach more than 150℃), so that the gradient recovery and gradient utilization of various and multiple waste heat on the rail vehicle are realized.

[0060] In the embodiment of the present application, the pump-driven two-phase flow technology can be used to realize the gradient recovery and gradient utilization of various and multiple waste heat on the rail vehicle, specifically: the pump-driven two-phase fluid in the rail vehicle thermal management system is collected in the gradient waste heat recovery device (refrigerant collection tank), the high-temperature refrigerant fluid (generally located in the upper part of the collection tank) in the collection tank is pumped to the evaporator of the organic Rankine cycle, the generator of the absorption refrigeration system and the evaporator of the high-efficiency heat pump system in series to provide 100℃, 80℃ and 50℃ gradient waste heat, then enters the radiator outside the vehicle to dissipate heat, and the low-grade waste heat that cannot be utilized is released to the atmosphere, and the two-phase fluid passes through the condenser of the organic Rankine cycle, the condenser of the absorption refrigeration system in turn at a lower temperature, and reaches a temperature level of 40℃-50℃, then passes through the liquid cooling plate of the inverter, the liquid cooling plate of the hydrogen fuel cell pack, the liquid cooling plate of the auxiliary inverter / transformer equipment, the liquid cooling plate of the transformer, the liquid cooling plate of the permanent magnet motor and the liquid cooling jacket of the internal combustion engine (if any) in turn, and the temperature level of the two-phase fluid is gradually increased to 100℃-110℃ (if there is an internal combustion engine, it can reach more than 150℃), so that the gradient recovery and gradient utilization of various and multiple waste heat on the rail vehicle are realized.

[0061] In the embodiment of the present application, the current network formed by the power transmission line on the rail vehicle can realize waste heat recovery power generation and power transmission and storage, specifically, the expander of the organic Rankine cycle system directly drives the generator to realize power generation, and the obtained power is transmitted to the power terminal in the carriage and the multi-source flexible energy storage device in parallel, to realize power supply for lighting and other non-power equipment of the rail vehicle and storage of excess power.

[0062] In the embodiment of the present application, the multi-source flexible energy storage device on the rail vehicle can realize efficient storage of excess high-grade heat and power on the rail vehicle, and output energy to the energy station along the line when conditions permit, to realize source-grid cooperation.

[0063] In the embodiment of the present application, the organic Rankine cycle on the rail vehicle uses R245fa and the like as refrigerant, and starts running when formula (1) is met, to recover the highest-grade waste heat energy on the rail vehicle and convert it into power, and output the lowest-grade waste heat on the rail vehicle, and the condensing pressure and the evaporation pressure of the organic Rankine cycle are controlled according to formula (2) and formula (3) respectively.

[0064]

[0065]

[0066] P evap,ORC =P(t=t L,max ,s=s(P=P con,ORC ,Q=1)), (3)

[0067] In the embodiment of the present application, the absorption refrigeration cycle on the rail vehicle uses R718-LiBr working pair as refrigerant and absorbent respectively, and starts running when formula (4) is met, to recover the second highest-grade waste heat energy on the rail vehicle and convert it into sufficient refrigeration capacity, and the condensing pressure and the evaporation pressure of the absorption refrigeration cycle are controlled according to formula (5) and formula (6) respectively.

[0068]

[0069]

[0070]

[0071] In the embodiment of the present application, the high-efficiency heat pump system on the rail vehicle uses pure natural refrigerant CO2 and its transcritical operation mode, the hot water supply and high-efficiency heat storage part are started running all year round, and the passenger cabin heating part is started running when formula (7) is met, to recover the low-grade waste heat energy on the rail vehicle and provide high-grade heat energy, and the optimal exhaust pressure is controlled according to formula (8), and the evaporation pressure does not need to be controlled.

[0072] t cabin +t air -560≤0 and

[0073]

[0074] The professional terms in the formulas (1) to (8) are explained as follows:

[0075]

[0076] It should be noted that the above examples are only used to illustrate the technical solutions of the present application, but not to limit it. Although the present application has been described in detail with reference to the above examples, those skilled in the art should understand that the specific embodiments of the present application can be modified or replaced equivalently without departing from the spirit and scope of the present application, and any modification or equivalent replacement should be covered within the protection scope of the claims of the present application.

Claims

1. A comprehensive thermal management system for rail vehicles, characterized in that, include: An external energy input unit is used to provide electrical energy to the integrated thermal management system. The carriage heat load acquisition unit is used to collect passenger heat load, solar radiation heat load, building envelope heat leakage load and ventilation load; The vehicle-mounted thermal management equipment unit is used to maintain the temperature, humidity, and thermal management requirements of various parts of the integrated thermal management system based on the load acquired by the vehicle's heat and cold load acquisition unit. The vehicle-mounted thermal management equipment unit includes vehicle-mounted waste heat generation equipment, vehicle-mounted waste heat recovery and utilization equipment, and vehicle-mounted terminal heating, cooling, and power application equipment. The vehicle-mounted waste heat generation equipment, in ascending order of waste heat temperature, includes lithium batteries, hydrogen fuel cells, converters, transformers, auxiliary transformers or converters, and internal combustion engines. The vehicle-mounted waste heat recovery and utilization equipment includes organic Rankine cycle systems, absorption refrigeration systems, and high-efficiency heat pump systems. The vehicle-mounted terminal heating, cooling, and power application equipment includes non-power-type power terminals, vehicle-mounted heating terminals, vehicle-mounted cooling terminals, and multi-source flexible energy storage equipment. An energy output unit is used to output excess thermal energy and electrical energy from the integrated thermal management system to the outside of the rail vehicle. The integrated thermal management system for rail vehicles uses pump-driven two-phase flow technology as a channel for heat transfer and transportation and forms an energy flow network within the system to realize the collection, transportation and aggregation of cold and hot energy in different components. In addition, the control method for the integrated thermal management system of rail vehicles includes the following steps: High-temperature refrigerant fluid is pumped in series through a refrigerant working fluid pump to the evaporator of an organic Rankine cycle system, the generator of an absorption refrigeration system, and the evaporator of a high-efficiency heat pump system to provide cascaded waste heat. The refrigerant after providing cascaded waste heat is then introduced into an external radiator for heat dissipation. The cooled refrigerant then passes sequentially through the condenser of the organic Rankine cycle system and the condenser of the absorption refrigeration system, and then sequentially through all or part of the equipment in the on-board waste heat generation device. The temperature level of the refrigerant in the two-phase fluid is gradually increased and finally recovered, realizing the cascaded recovery of waste heat energy in the rail vehicle. The cryogenic refrigerant fluid is pumped to the gas cooler of the high-efficiency heat pump system, where it absorbs the high-grade heat energy produced by the system and is heated. The heated refrigerant then passes through the equipment heater and the cabin heating heat exchanger in series. Finally, the two-phase refrigerant is pumped to a multi-source flexible energy storage device for energy storage. After the refrigerant releases heat and cools down in the evaporator of the absorption refrigeration system, it is pumped in parallel to the liquid cooling plate of the lithium battery and the cabin refrigeration heat exchanger; the refrigerant, after being heated, returns to the evaporator of the absorption refrigeration system.

2. The integrated thermal management system for rail vehicles according to claim 1, characterized in that, The external energy input unit includes one or more of the following: grid connection input equipment, lithium battery, hydrogen fuel cell, vehicle-mounted wind power generation equipment, and vehicle-mounted photovoltaic power generation equipment.

3. The integrated thermal management system for rail vehicles according to claim 1, characterized in that, Also includes: Refrigerant collection tank, used to collect two-phase fluid driven by pumps; In this system, when the pump-driven two-phase flow technology is used as a channel for heat transfer and transport and forms an energy flow network within the system to collect, transport and aggregate cold and hot energy in different components, the heat exchange process between the two-phase fluid and different components is achieved through plate heat exchangers or shell-and-tube heat exchangers; the heat exchange process between the two-phase fluid and air is achieved through microchannel heat exchangers.

4. The integrated thermal management system for rail vehicles according to claim 1, characterized in that, The control method also includes the following steps: An expander using an organic Rankine cycle system drives a generator to produce electricity. The electricity obtained is transmitted in parallel to the power terminals inside the carriage and to the multi-source flexible energy storage equipment.

5. A comprehensive thermal management system for rail vehicles according to claim 1, characterized in that, The organic Rankine cycle system uses R245fa or R600a refrigerant.

6. A comprehensive thermal management system for rail vehicles according to claim 1, characterized in that, The absorption refrigeration system uses R718-LiBr working fluid as the refrigerant and absorbent, respectively.

7. A comprehensive thermal management system for rail vehicles according to claim 1, characterized in that, The high-efficiency heat pump system uses CO2 as a refrigerant and operates in a transcritical mode.

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