Automobile air conditioning system with waste heat recovery function and control method

Abstract

The invention provides a waste heat recovery automobile air conditioning system and a control method, the automobile air conditioning system comprises an expansion machine, a compressor, an engine, an external heat exchanger, an internal heat exchanger, a throttling device and a heat recovery heat exchanger, and the heat recovery heat exchanger exchanges heat with the engine to recover heat of the engine. The inlet end of the expansion machine can be connected with the heat recovery heat exchanger so that a working medium heated by the heat recovery heat exchanger can be introduced into the expansion machine to do work, the expansion machine is connected with the compressor through a clutch so that the compressor can be driven to operate through the expansion machine, and the compressor, the vehicle exterior heat exchanger, the throttling device and the vehicle interior heat exchanger can form a refrigeration cycle system. In the refrigeration cycle system, the same working medium as the working medium entering the expansion machine is adopted as a refrigerant, and the outlet end of the expansion machine can be communicated to the outlet end of the compressor. According to the invention, the problem of low cruising ability of the automobile caused by low air conditioning efficiency of the existing automobile air conditioning system can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile air conditioning, and in particular to an automobile air conditioning system with waste heat recovery and a control method. Background Art

[0002] With the improvement of quality of life and the speed of social development, people's demand for long-distance travel and long-distance transportation continues to increase. However, there are problems such as few supply points and large environmental changes on the routes to remote areas. This places high demands on the endurance of the car, especially for models equipped with parking air conditioning.

[0003] Organic Rankine Cycle (ORC) is a technology that can efficiently and environmentally friendly realize the conversion of low-grade thermal energy into high-grade electrical energy or power, and has become a hot topic in the field of low-grade energy utilization. The waste heat of automobile engines is usually directly discharged into the environment, which causes a lot of waste and leads to problems such as low air conditioning efficiency and low vehicle endurance.

[0004] Since the automobile air-conditioning system in the prior art has technical problems such as low air-conditioning efficiency, resulting in low automobile endurance, the present invention studies and designs an automobile air-conditioning system and a control method for waste heat recovery. Summary of the invention

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the defects of low air-conditioning efficiency and low vehicle endurance in the automobile air-conditioning system in the prior art, thereby providing an automobile air-conditioning system and control method for waste heat recovery.

[0006] In order to solve the above problems, the present invention provides an automobile air conditioning system with waste heat recovery, which comprises:

[0007] An expander, a compressor, an engine, an off-vehicle heat exchanger, an on-vehicle heat exchanger, a throttling device and a heat recovery heat exchanger, wherein the heat recovery heat exchanger exchanges heat with the engine to recover the heat of the engine, the inlet end of the expander can be connected to the heat recovery heat exchanger to introduce the working fluid heated by the heat recovery heat exchanger into the expander to perform work, the expander and the compressor are connected through a clutch to drive the compressor to operate through the expander, the compressor, the off-vehicle heat exchanger, the throttling device and the on-vehicle heat exchanger can form a refrigeration cycle system, the refrigeration cycle system uses the same working fluid as that entering the expander as a refrigerant, and the outlet end of the expander can be connected to the outlet end of the compressor.

[0008] In some embodiments,

[0009] It also includes a generator, which is connected to the expander through a first clutch so that the generator can be driven by the expander to operate, and the expander is connected to the compressor through a second clutch.

[0010] In some embodiments,

[0011] The refrigeration cycle system also includes a four-way valve, a gas-liquid separator, a first pipeline, a second pipeline, a third pipeline, a fourth pipeline, a fifth pipeline, a sixth pipeline and a seventh pipeline. The outlet end of the compressor is connected to the port a of the four-way valve through the first pipeline, the port d of the four-way valve is connected to one end of the outdoor heat exchanger through the second pipeline, the other end of the outdoor heat exchanger is connected to one end of the throttling device through the third pipeline, the other end of the throttling device is connected to one end of the indoor heat exchanger through the fourth pipeline, the other end of the indoor heat exchanger is connected to the port b of the four-way valve through the fifth pipeline, the port c of the four-way valve is connected to the inlet end of the gas-liquid separator through the sixth pipeline, and the outlet end of the gas-liquid separator is connected to the inlet end of the compressor through the seventh pipeline.

[0012] In some embodiments,

[0013] The outlet end of the expander is connected to the first pipeline at the outlet end of the compressor through the eighth pipeline. The heat recovery heat exchanger includes a first heat exchange tube and a second heat exchange tube for exchanging heat with each other. One end of the second heat exchange tube is connected to one end of the engine, and the other end of the second heat exchange tube is connected to the other end of the engine. One end of the first heat exchange tube is connected to the inlet end of the expander through the ninth pipeline.

[0014] In some embodiments,

[0015] The eighth pipeline is provided with a one-way valve, and the one-way valve only allows the fluid from the outlet end of the expander to flow to the first pipeline. The ninth pipeline is provided with a fourth control valve.

[0016] In some embodiments,

[0017] It also includes a tenth pipeline, one end of which is connected to the one end of the first heat exchange pipe of the heat recovery heat exchanger, the other end of which is connected to the first pipeline, and a third control valve is arranged on the tenth pipeline.

[0018] In some embodiments,

[0019] It also includes an eleventh pipeline, one end of which is connected to the one end of the first heat exchange pipe of the heat recovery heat exchanger, and the other end of which is connected to the seventh pipeline. The eleventh pipeline is provided with a flow regulating valve.

[0020] In some embodiments,

[0021] It also includes a twelfth pipeline, one end of which is connected to the other end of the first heat exchange pipe of the heat recovery heat exchanger, and the other end of the twelfth pipeline is connected to the third pipeline. A working fluid pump and a second control valve are provided on the twelfth pipeline.

[0022] In some embodiments,

[0023] The working fluid pump is relatively close to the heat recovery heat exchanger, the second control valve is relatively close to the third pipeline, and also includes a thirteenth pipeline, one end of the thirteenth pipeline is connected to the pipe section between the working fluid pump and the second control valve on the twelfth pipeline, and the other end of the thirteenth pipeline is connected to the fourth pipeline, and the first control valve is arranged on the thirteenth pipeline.

[0024] The present invention also provides a control method for the automobile air conditioning system with waste heat recovery as described above, which comprises:

[0025] A determination step, detecting a required working mode of the automobile air conditioning system;

[0026] The control step controls the opening or closing of multiple valves and clutches of the automobile air conditioning system according to the required working mode to achieve multiple different working modes.

[0027] In some embodiments,

[0028] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0029] The control step, when the required working mode is the working mode in which waste heat is only used for power generation, that is, mode one, controls the first control valve, the third control valve and the flow regulating valve to be closed, the second control valve and the fourth control valve to be opened, the first clutch to be closed, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port d, the port b to be connected with the port c, and the throttling device to be closed.

[0030] In some embodiments,

[0031] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0032] The control step, when the required working mode is the working mode of the engine running at high load and cooling and generating electricity at the same time, that is, mode 2, controls the first control valve and the third control valve to be closed, the second control valve, the fourth control valve and the flow regulating valve to be opened, the first clutch to be closed, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port d, the port b to be connected with the port c, and the throttling device to be opened.

[0033] In some embodiments,

[0034] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0035] The control step, when the required working mode is the working mode of the engine running at high load and cooling and not generating electricity at the same time, that is, mode three, controls the first control valve and the third control valve to be closed, the second control valve, the fourth control valve and the flow regulating valve to be opened, the first clutch to be disengaged, the second clutch to be closed, the port a of the four-way valve to be connected with the port d, the port b to be connected with the port c, and the throttling device to be opened.

[0036] In some embodiments,

[0037] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0038] The control step, when the required working mode is the working mode of the engine running at low load and cooling and not generating electricity at the same time, that is, mode four, controls the first control valve, the third control valve and the fourth control valve to be closed, the second control valve and the flow regulating valve to be opened, the first clutch to be disengaged, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port d, the port b to be connected with the port c, and the throttling device to be opened and the opening to be adjusted to the maximum.

[0039] In some embodiments,

[0040] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0041] The control step, when the required working mode is the working mode of the engine running at high load and generating heat and electricity at the same time, that is, mode five, controls the second control valve, the third control valve and the flow regulating valve to be closed, the first control valve and the fourth control valve to be opened, the first clutch to be closed, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port b, the port c to be connected with the port d, and the throttling device to be closed.

[0042] In some embodiments,

[0043] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0044] The control step, when the required working mode is the working mode of the engine running at high load and heating and not generating electricity at the same time, that is, mode six, controls the second control valve, the third control valve and the flow regulating valve to be closed, the first control valve and the fourth control valve to be opened, the first clutch to be disengaged, the second clutch to be closed, the port a of the four-way valve to be connected with the port b, the port c to be connected with the port d, and the throttling device to be opened.

[0045] In some embodiments,

[0046] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0047] The control step, when the required working mode is the working mode in which the engine runs at a low load and uses waste heat for heating and does not generate electricity, that is, mode seven, controls the second control valve, the fourth control valve and the flow regulating valve to be closed, the first control valve and the third control valve to be opened, the first clutch to be disengaged, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port b, the port c to be connected with the port d, and the throttling device to be closed.

[0048] In some embodiments,

[0049] When the first control valve, the second control valve, the third control valve, the fourth control valve, the flow regulating valve, the first clutch, the second clutch, the four-way valve and the throttling device are included at the same time:

[0050] The control step, when the required working mode is the working mode in which the engine runs at low load and uses the original vehicle air conditioner for heating and does not generate electricity, that is, mode eight, controls the second control valve, the third control valve and the fourth control valve to be closed, the first control valve and the flow regulating valve to be opened, the first clutch to be disengaged, the second clutch to be disengaged, the port a of the four-way valve to be connected with the port b, the port c to be connected with the port d, and the throttling device to be opened and opened to the maximum opening.

[0051] The automobile air conditioning system and control method for waste heat recovery provided by the present invention have the following beneficial effects:

[0052] The present invention uses a heat recovery heat exchanger to exchange heat with the engine, thereby recovering the waste heat of the engine. At the same time, the heat recovery heat exchanger is connected to the inlet of the expander, so that the working medium heated by the heat recovery heat exchanger can enter the expander for expansion and work. The expander and the compressor are connected through a clutch, so that the waste heat of the engine can be recovered to enter the expander to do work, so as to drive the compressor to operate, thereby effectively improving the energy recovery rate, improving the energy efficiency and efficiency of the air conditioner, and improving the endurance of the vehicle. In addition, the present invention also uses the same working medium as that in the expander as the refrigerant in the refrigeration cycle system, and the outlet end of the expander is also connected to the outlet end of the compressor, so that the working medium for recovering the waste heat of the engine, doing work in the expander, and entering the refrigeration cycle system for cooling or heating are all the same working medium, which effectively avoids the situation of using a refrigerant for secondary heat exchange, reduces the transfer of energy, and reduces the energy consumption of the energy transfer process, so that the energy efficiency of the system can be further improved, the heat exchange efficiency can be improved, and the endurance of the vehicle can be further improved, and the problem of low air conditioning efficiency in the existing automobile air conditioning system, resulting in low endurance of the vehicle, can be solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 is a system structure diagram of the automobile air conditioning system for waste heat recovery of the present invention;

[0054] Figure 2 It is an operation flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when the waste heat recovery is only used for power generation (mode 1);

[0055] Figure 3 This is the operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when cooling + generating electricity when the engine is under high load (mode 2);

[0056] Figure 4 This is the operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when cooling at high engine load (mode three);

[0057] Figure 5This is an operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when cooling at low engine load (mode 4);

[0058] Figure 6 This is the operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when heating + generating electricity at high engine load (mode five);

[0059] Figure 7 This is an operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when heating at high engine load (mode six);

[0060] Figure 8 This is the operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when the engine is heated by waste heat at low load (mode seven);

[0061] Fig. 9 It is an operating flow diagram of the automobile air conditioning system with waste heat recovery of the present invention when the engine is in low-load air conditioning and heating mode (mode eight).

[0062] The reference numerals are as follows:

[0063] 1. Compressor; 2. Four-way valve; 3. External heat exchanger; 4. Throttling device; 5. Internal heat exchanger; 6. Gas-liquid separator; 7. Expander; 8. One-way valve; 9. Working fluid pump; 10. Heat recovery heat exchanger; 10a. First heat exchange tube; 10b. Second heat exchange tube; 11. Generator; 12. First clutch; 13. Second clutch; 14. First control valve; 15. Second control valve; 16. Third control valve; 17. Fourth control valve; 18. Flow regulating valve; 19. Engine; a, b, c, d, four-way valve ports;

[0064] 101, the first pipeline; 102, the second pipeline; 103, the third pipeline; 104, the fourth pipeline; 105, the fifth pipeline; 106, the sixth pipeline; 107, the seventh pipeline; 108, the eighth pipeline; 109, the ninth pipeline; 110, the tenth pipeline; 111, the eleventh pipeline; 112, the twelfth pipeline; 113, the thirteenth pipeline. DETAILED DESCRIPTION

[0065] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0066] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0067] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be regarded as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0068] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0069] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0070] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0071] like Figure 1-9 As shown, the present invention provides an automobile air conditioning system for waste heat recovery, which comprises:

[0072] An expander 7, a compressor 1, an engine 19, an external heat exchanger 3, an internal heat exchanger 5, a throttling device 4 (preferably an electronic expansion valve) and a heat recovery heat exchanger 10. The heat recovery heat exchanger 10 exchanges heat with the engine 19 to recover the heat of the engine 19. The inlet end of the expander 7 can be connected to the heat recovery heat exchanger 10 so as to introduce the working fluid heated by the heat recovery heat exchanger 10 into the expander 7 to perform work. The expander 7 is connected to the compressor 1 through a clutch so as to drive the compressor 1 to operate through the expander 7. The compressor 1, the external heat exchanger 3, the throttling device 4 and the internal heat exchanger 5 can form a refrigeration cycle system. The refrigeration cycle system uses the same working fluid as that entering the expander 7 as a refrigerant, and the outlet end of the expander 7 can be connected to the outlet end of the compressor 1.

[0073] The present invention uses a heat recovery heat exchanger to exchange heat with the engine, thereby recovering the waste heat of the engine. At the same time, the heat recovery heat exchanger is connected to the inlet of the expander, so that the working medium heated by the heat recovery heat exchanger can enter the expander for expansion and work. The expander and the compressor are connected through a clutch, so that the waste heat of the engine can be recovered to enter the expander to do work, so as to drive the compressor to operate, thereby effectively improving the energy recovery rate, improving the energy efficiency and efficiency of the air conditioner, and improving the endurance of the vehicle. In addition, the present invention also uses the same working medium as that in the expander as the refrigerant in the refrigeration cycle system, and the outlet end of the expander is also connected to the outlet end of the compressor, so that the working medium for recovering the waste heat of the engine, doing work in the expander, and entering the refrigeration cycle system for cooling or heating are all the same working medium, which effectively avoids the situation of using a refrigerant for secondary heat exchange, reduces the transfer of energy, and reduces the energy consumption of the energy transfer process, so that the energy efficiency of the system can be further improved, the heat exchange efficiency can be improved, and the endurance of the vehicle can be further improved, and the problem of low air conditioning efficiency in the existing automobile air conditioning system, resulting in low endurance of the vehicle, can be solved.

[0074] In some embodiments,

[0075] The compressor 1 further comprises a generator 11 , which is connected to the expander 7 via a first clutch 12 so as to be driven by the expander 7 to operate. The expander 7 is connected to the compressor 1 via a second clutch 13 .

[0076] The present invention also preferably includes a generator. By connecting the expander and the generator with a first clutch, the energy of the engine can be further recovered through waste heat to drive the expander to rotate, and then the generator can be driven to generate electricity, thereby further improving the rational recovery and utilization of energy and further improving the energy efficiency of the air-conditioning system.

[0077] In some embodiments,

[0078] The refrigeration cycle system further includes a four-way valve 2, a gas-liquid separator 6, a first pipeline 101, a second pipeline 102, a third pipeline 103, a fourth pipeline 104, a fifth pipeline 105, a sixth pipeline 106 and a seventh pipeline 107. The outlet end of the compressor 1 is connected to the port a of the four-way valve 2 through the first pipeline 101, the port d of the four-way valve 2 is connected to one end of the off-vehicle heat exchanger 3 through the second pipeline 102, and the other end of the off-vehicle heat exchanger 3 is connected to the outlet end of the compressor 1 through the first pipeline 101. The third pipeline 103 is connected to one end of the throttling device 4, the other end of the throttling device 4 is connected to one end of the in-vehicle heat exchanger 5 through the fourth pipeline 104, the other end of the in-vehicle heat exchanger 5 is connected to the b port of the four-way valve 2 through the fifth pipeline 105, the c port of the four-way valve 2 is connected to the inlet end of the gas-liquid separator 6 through the sixth pipeline 106, and the outlet end of the gas-liquid separator 6 is connected to the inlet end of the compressor 1 through the seventh pipeline 107.

[0079] This is the preferred structural form of the refrigeration cycle system of the present invention. Heat can be exchanged with the outside of the vehicle through the external heat exchanger, and heat can be exchanged with the inside of the vehicle through the internal heat exchanger, thereby achieving the effect of cooling or heating the vehicle. The refrigerant evaporated by the evaporator can be separated by the gas-liquid separator, so that the gas enters the compressor for compression to prevent liquid hammer. The four-way valve can be used to control whether the vehicle is cooled or heated, thereby achieving the function and effect of dual cooling and heating in the vehicle.

[0080] In some embodiments,

[0081] The outlet end of the expander 7 is connected to the first pipeline 101 at the outlet end of the compressor 1 through the eighth pipeline 108. The heat recovery heat exchanger 10 includes a first heat exchange tube 10a and a second heat exchange tube 10b for mutual heat exchange. One end of the second heat exchange tube 10b is connected to one end of the engine 19, and the other end of the second heat exchange tube 10b is connected to the other end of the engine 19. One end of the first heat exchange tube 10a is connected to the inlet end of the expander 7 through the ninth pipeline 109.

[0082] The present invention also preferably connects the outlet end of the expander to the first pipeline at the outlet end of the compressor through the eighth pipeline, so that the refrigerant working fluid after expansion of the expander can be introduced into the first pipeline at the outlet of the compressor, and then enters the refrigeration cycle loop, enters the condenser to release heat, and further utilizes the heat of this part of the refrigerant working fluid, thereby improving the efficiency of energy utilization. The heat recovery system of the present invention is connected and mixed with the working fluid of the refrigeration cycle system to avoid secondary heat exchange caused by the use of refrigerant, etc., thereby reducing energy consumption and improving energy utilization efficiency. The present invention further connects one end of the first heat exchange tube of the heat recovery heat exchanger to the inlet end of the expander through the ninth pipeline, thereby realizing the connection of the working fluid between the heat recovery heat exchanger and the expander, and providing conditions for recovering the waste heat of the engine to drive the expander to do work.

[0083] In some embodiments,

[0084] The eighth pipeline 108 is provided with a one-way valve 8 , and the one-way valve 8 only allows the fluid to flow from the outlet end of the expander 7 to the first pipeline 101 . The ninth pipeline 109 is provided with a fourth control valve 17 .

[0085] The present invention further ensures that the working fluid at the outlet of the expander flows to the first pipeline and prevents the working fluid from flowing back into the expander through the setting of a one-way valve. The fourth control valve on the ninth pipeline can control whether the heat recovery heat exchanger and the expander are connected according to the needs of the operating mode.

[0086] In some embodiments,

[0087] It also includes a tenth pipeline 110, one end of which is connected to the one end of the first heat exchange pipe 10a of the heat recovery heat exchanger 10, and the other end of the tenth pipeline 110 is connected to the first pipeline 101, and the tenth pipeline 110 is provided with a third control valve 16.

[0088] The present invention further can directly connect one end of the first heat exchange tube of the heat recovery heat exchanger to the first pipe in the refrigeration recovery circulation system through the tenth pipe, which can be used to heat the heat exchanger in the vehicle using the remaining heat when the engine is under low load, thereby rationally and effectively utilizing energy.

[0089] In some embodiments,

[0090] It also includes an eleventh pipeline 111, one end of the eleventh pipeline 111 is connected to the one end of the first heat exchange pipe 10a of the heat recovery heat exchanger 10, and the other end of the eleventh pipeline 111 is connected to the seventh pipeline 107, and the eleventh pipeline 111 is provided with a flow regulating valve 18.

[0091] The present invention further enables one end of the first heat exchange tube of the heat recovery heat exchanger to be directly connected to the seventh pipeline in the refrigeration recovery circulation system through the provision of the eleventh pipeline, so that it enters the inlet end of the compressor. It can be used for high-load refrigeration of the engine or refrigeration + power generation, and the working medium flow entering the expander can be regulated through the eleventh pipeline to ensure effective regulation of the refrigeration capacity and the power generation. It can also be used for low-load refrigeration or heating of the engine to allow the remaining heat to enter the compressor for compression, and then be used for cooling or heating the heat exchanger in the vehicle, thereby rationally and effectively utilizing the waste heat of the engine and effectively ensuring the heat exchange performance in the vehicle.

[0092] In some embodiments,

[0093] It also includes a twelfth pipeline 112, one end of the twelfth pipeline 112 is connected to the other end of the first heat exchange pipe 10a of the heat recovery heat exchanger 10, and the other end of the twelfth pipeline 112 is connected to the third pipeline 103, and the twelfth pipeline 112 is provided with a working fluid pump 9 and a second control valve 15.

[0094] The present invention can also connect the other end of the first heat exchange pipe of the heat recovery heat exchanger to the third pipe of the refrigeration cycle system through the setting of the twelfth pipe. The working fluid pump is used to pump the working fluid. When the pipe section controlled by the second control valve is connected, it can be suitable for waste heat recovery. When the waste heat recovery is only used for power generation, the working fluid from the outlet of the expander can be returned to the heat recovery heat exchanger through the external heat exchanger, the second control valve and the working fluid pump, thereby ensuring the smooth circulation of the working fluid. It can also be suitable for when the engine is running at high load for cooling + power generation or only for cooling, and part of the working fluid at the outlet of the external heat exchanger can be guided back to the heat recovery heat exchanger through the twelfth pipe, thereby ensuring that there is always working fluid in the heat recovery heat exchanger to recover the waste heat of the engine.

[0095] In some embodiments,

[0096] The working fluid pump 9 is relatively close to the heat recovery heat exchanger 10, and the second control valve 15 is relatively close to the third pipeline 103. It also includes a thirteenth pipeline 113, one end of the thirteenth pipeline 113 is connected to the pipe section between the working fluid pump 9 and the second control valve 15 on the twelfth pipeline 112, and the other end of the thirteenth pipeline 113 is connected to the fourth pipeline 104, and the first control valve 14 is arranged on the thirteenth pipeline 113.

[0097] The present invention can also connect the pipeline section between the working fluid pump and the second control valve to the fourth pipeline through the setting of the thirteenth pipeline, and can be suitable for the engine high-load heating + power generation mode, or high-load heating only mode, or low-load waste heat heating mode or low-load air-conditioning heating mode. All or part of the working fluid after releasing heat through the in-vehicle heat exchanger is guided back to the heat recovery heat exchanger through the thirteenth pipeline and the working fluid pump. At this time, the second control valve is disconnected to ensure that there is always working fluid in the heat recovery heat exchanger to recover the waste heat of the engine.

[0098] The improvements of the present invention involve but are not limited to the following aspects:

[0099] 1. The present invention utilizes an expander to recover engine waste heat for power generation and driving the original vehicle air conditioning compressor;

[0100] 2. The first clutch 12 and the second clutch 13 provided in the present invention are used to realize the function switching of the expander to generate electricity and drive the compressor;

[0101] 3. The third control valve 16, the fourth control valve 17 and the flow regulating valve 18 provided in the present invention can realize different utilization of the recovered waste heat.

[0102] The present invention also provides a control method for the automobile air conditioning system with waste heat recovery as described above, which comprises:

[0103] A determination step, detecting a required working mode of the automobile air conditioning system;

[0104] The control step controls the opening or closing of multiple valves and clutches of the automobile air conditioning system according to the required working mode to achieve multiple different working modes.

[0105] The present invention provides an automobile air conditioning system and control method capable of recovering engine waste heat, wherein the recovered heat is used to generate electricity or drive the original vehicle air conditioning compressor through an expander, thereby reducing the energy consumption of the automobile, such as gasoline for oil-powered automobiles and electricity for electric vehicles. At the same time, a part of the working fluid that has absorbed the waste heat can be mixed with the working fluid in front of the compressor suction port to increase the suction pressure of the compressor and reduce the energy consumption of the compressor.

[0106] The present invention provides a variety of operating modes, can adapt to different load conditions of the engine, reasonably apply the recovered heat, and meet the needs of personnel for cooling, heating and electricity.

[0107] The present invention can achieve the following beneficial effects:

[0108] 1. Recycle the waste heat of automobile engines to improve the endurance of automobiles;

[0109] 2. Provide multiple modes to reasonably utilize waste heat;

[0110] 3. The waste heat utilization circuit is connected with the air conditioning system circuit, making the system structure compact.

[0111] Figure 1 A waste heat recovery automobile air conditioning system is provided, comprising an original vehicle air conditioning system circuit: a compressor 1; a four-way valve 2; an external heat exchanger 3; a throttling device 4 (preferably an electronic expansion valve); an internal heat exchanger 5; a gas-liquid separator 6; and a part for recovering engine waste heat: an expander 7; a one-way valve 8; a working fluid pump 9; a heat recovery heat exchanger 10 (a high-temperature heat exchanger); a generator 11; a first clutch 12; a second clutch 13; a first control valve 14 (preferably a first solenoid valve); a second control valve 15 (preferably a second solenoid valve); a third control valve 16 (preferably a third solenoid valve); a fourth control valve 17 (preferably a fourth solenoid valve); and a flow control valve 18. The heat recovery heat exchanger is used for heat exchange between the refrigerant and the engine cooling circuit or high-temperature exhaust gas, and the electric energy output by the generator is used to power the parking air conditioning battery, the original vehicle battery, and other electrical equipment.

[0112] like Figure 2 , in some embodiments,

[0113] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0114] The control step, when the required working mode is the working mode in which waste heat is only used for power generation, that is, mode one, controls the first control valve 14, the third control valve 16 and the flow regulating valve 18 to be closed, the second control valve 15 and the fourth control valve 17 to be opened, the first clutch 12 to be closed, the second clutch 13 to be separated, the port a of the four-way valve 2 to be connected with the port d, the port b to be connected with the port c, and the throttling device 4 to be closed.

[0115] This is the preferred control method when the first mode of the present invention is the working mode in which the waste heat is only used for power generation. Figure 2 , the present invention provides a solution (mode one) in which the waste heat recovered by the system is only used for power generation. In this mode, the first control valve 14, the third control valve 16, and the flow regulating valve 18 are closed, and the second control valve 15 and the fourth control valve 17 are opened; the first clutch 12 is closed, and the second clutch 13 is separated; the port a of the four-way valve is connected to the port d, and the port b is connected to the port c. At this time, the circulation loop of the working fluid is: working fluid pump 9 → heat recovery heat exchanger 10 → fourth control valve 17 → expander 7 → one-way valve 8 → port a of the four-way valve → port d of the four-way valve → off-vehicle heat exchanger 3 → second control valve 15 → working fluid pump 9. In this mode, the expander only drives the generator to generate electricity (the engine does not drive the generator to generate electricity at this time).

[0116] like Figure 3 , in some embodiments,

[0117] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0118] The control step, when the required working mode is the working mode of the engine running at high load and cooling and generating electricity at the same time, that is, mode 2, controls the first control valve 14 and the third control valve 16 to be closed, the second control valve 15, the fourth control valve 17 and the flow regulating valve 18 to be opened, the first clutch 12 to be closed, the second clutch 13 to be separated, the port a of the four-way valve 2 to be connected with the port d, the port b to be connected with the port c, and the throttling device 4 to be opened.

[0119] This is the preferred control mode of the second mode of the present invention, that is, the working mode is the working mode of the engine running at high load and cooling and generating electricity at the same time, such as Figure 3 The present invention provides a solution (mode 2) for the engine to cool and generate electricity at the same time when it is running at high load. In this mode, the first control valve 14 and the third control valve 16 are closed, and the second control valve 15, the fourth control valve 17 and the flow regulating valve 18 are opened; the first clutch 12 is closed, and the second clutch 13 is separated; the port a of the four-way valve is connected to the port d, and the port b is connected to the port c. At this time, the refrigeration circuit is: compressor 1→port a of the four-way valve→port d of the four-way valve→external heat exchanger 3→throttling device 4→in-vehicle heat exchanger 5→port b of the four-way valve→port c of the four-way valve→gas-liquid separator 6→compressor 1. Waste heat recovery side: working fluid pump 9→heat recovery heat exchanger 10→fourth control valve 17→expander 7→check valve 8→port a of the four-way valve→port d of the four-way valve→external heat exchanger 3→second control valve 15→working fluid pump 9, and the flow regulating valve 18 is used to adjust the working fluid flow from the heat recovery heat exchanger 10 to the inlet of the compressor 1. In this mode, the expander drives the generator to generate electricity.

[0120] like Figure 4 , in some embodiments,

[0121] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0122] The control step, when the required working mode is the working mode of the engine running at high load and cooling and not generating electricity at the same time, that is, mode three, controls the first control valve 14 and the third control valve 16 to be closed, the second control valve 15, the fourth control valve 17 and the flow regulating valve 18 to be opened, the first clutch 12 to be disengaged, the second clutch 13 to be closed, the port a of the four-way valve 2 to be connected with the port d, the port b to be connected with the port c, and the throttling device 4 to be opened.

[0123] This is the preferred control mode of the present invention when the third working mode is the working mode of the engine running at high load and cooling and not generating electricity at the same time, such as Figure 4 The present invention provides a solution (mode 3) for cooling the engine when it is running at high load. This mode is similar to the solution of cooling and generating electricity at the same time when the engine is running at high load. The only difference is that the first clutch 12 is disengaged and the second clutch 13 is closed in this mode, so it will not be repeated. In this mode, the work output by the expander is used to share part of the power consumption of the compressor.

[0124] like Figure 5 , in some embodiments,

[0125] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0126] The control step, when the required working mode is the working mode of the engine running at low load and cooling and not generating electricity at the same time, that is, mode four, controls the first control valve 14, the third control valve 16 and the fourth control valve 17 to be closed, the second control valve 15 and the flow regulating valve 18 to be opened, the first clutch 12 to be separated, the second clutch 13 to be separated, the port a of the four-way valve 2 to be connected with the port d, the port b to be connected with the port c, and the throttling device 4 to be opened and the opening degree is adjusted to the maximum.

[0127] This is the preferred control mode of the present invention when the fourth working mode is the working mode of the engine running at low load and cooling and not generating electricity at the same time. Figure 5The present invention provides a solution for cooling the engine when it is running at low load (mode four). In this mode, the first control valve 14, the third control valve 16, and the fourth control valve 17 are closed; the second control valve 15 and the flow regulating valve 18 are opened, and the flow regulating valve opening is adjusted to the maximum; the first clutch 12 and the second clutch 13 are both separated; the port a of the four-way valve is connected to the port d, and the port b is connected to the port c. At this time, the refrigeration circuit is: compressor 1→port a of the four-way valve→port d of the four-way valve→external heat exchanger 3→throttling device 4→in-vehicle heat exchanger 5→port b of the four-way valve→port c of the four-way valve→gas-liquid separator 6→compressor 1. Waste heat recovery side: external heat exchanger 3→second control valve 15→working fluid pump 9→heat recovery heat exchanger 10→flow regulating valve 18, and then mixed with the working fluid from the gas-liquid separator 6 and enters the compressor 1.

[0128] At low load, the expander does not work, and the fluid is driven to flow to the compressor inlet through the working fluid pump 9. Low load refers to the situation that the car is idling for a short time, driving at a low speed, and no-load. The heat generated by the engine is less. At this time, the heat recovered by the refrigerant from the engine is also relatively small, which is not suitable for driving the expander.

[0129] like Figure 6 , in some embodiments,

[0130] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0131] The control step, when the required working mode is the working mode of the engine running at high load and heating and generating electricity at the same time, that is, mode five, controls the second control valve 15, the third control valve 16 and the flow regulating valve 18 to be closed, the first control valve 14 and the fourth control valve 17 to be opened, the first clutch 12 to be closed, the second clutch 13 to be separated, the port a of the four-way valve 2 to be connected with the port b, the port c to be connected with the port d, and the throttling device 4 to be closed.

[0132] This is the preferred control mode of the present invention when the fifth working mode is the working mode of the engine running at high load and generating heat and electricity at the same time. Figure 6The present invention provides a solution for the engine to heat and generate electricity at the same time when it is running at high load (mode five). In this mode, the second control valve 15, the third control valve 16, and the flow regulating valve 18 are closed, and the first control valve 14 and the fourth control valve 17 are opened; the first clutch 12 is closed, and the second clutch 13 is separated; the port a of the four-way valve is connected to the port b, and the port c is connected to the port d. At this time, the circuit of the working fluid is: working fluid pump 9 → heat recovery heat exchanger 10 → fourth control valve 17 → expander 7 → one-way valve 8 → port a of the four-way valve → port b of the four-way valve → in-vehicle heat exchanger 5 → first control valve 14 → working fluid pump 9. In this mode, the expander drives the generator to generate electricity.

[0133] like Figure 7 , in some embodiments,

[0134] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0135] The control step, when the required working mode is the working mode of the engine running at high load and heating and not generating electricity at the same time, that is, mode six, controls the second control valve 15, the third control valve 16 and the flow regulating valve 18 to be closed, the first control valve 14 and the fourth control valve 17 to be opened, the first clutch 12 to be disengaged, the second clutch 13 to be closed, the port a of the four-way valve 2 to be connected with the port b, the port c to be connected with the port d, and the throttling device 4 to be opened.

[0136] This is the preferred control mode of the sixth mode of the present invention, i.e., the working mode is the working mode in which the engine is running at high load and heating and not generating electricity at the same time. Figure 7 , the present invention provides a scheme for heating the engine when it is running at high load (mode six), in which the second control valve 15, the third control valve 16, and the flow regulating valve 18 are closed, the first control valve 14 and the fourth control valve 17 are opened; the first clutch 12 is separated, and the second clutch 13 is closed; the port a of the four-way valve is connected to the port b, and the port c is connected to the port d. At this time, the heating circuit is: compressor 1→port a of the four-way valve→port b of the four-way valve→in-vehicle heat exchanger 5→throttling device 4→out-of-vehicle heat exchanger 3→port d of the four-way valve→port c of the four-way valve→gas-liquid separator 6→compressor 1; waste heat recovery side: in-vehicle heat exchanger 5→first control valve 14→working fluid pump 9→heat recovery heat exchanger 10→fourth control valve 17→expander 7→check valve 8→mixed with the compressor outlet working fluid and enters the port a of the four-way valve. At this time, the compressor 1 is only driven by the expander 7.

[0137] like Figure 8 , in some embodiments,

[0138] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0139] The control step, when the required working mode is the working mode in which the engine runs at a low load and uses waste heat for heating and does not generate electricity, that is, mode seven, controls the second control valve 15, the fourth control valve 17 and the flow regulating valve 18 to be closed, the first control valve 14 and the third control valve 16 to be opened, the first clutch 12 to be disengaged, the second clutch 13 to be disengaged, the port a of the four-way valve 2 to be connected with the port b, the port c to be connected with the port d, and the throttling device 4 to be closed.

[0140] This is the preferred control mode of the present invention when the seventh working mode is the working mode in which the engine is running at low load and using waste heat for heating and not generating electricity, such as Figure 8 The present invention provides a solution for using waste heat for heating when the engine is running at low load (mode seven, which is used when the engine load is low and the heating demand is low.). In this mode, the second control valve 15, the fourth control valve 17, and the flow regulating valve 18 are closed, and the first control valve 14 and the third control valve 16 are opened; the first clutch 12 and the second clutch 13 are both separated; the port a of the four-way valve is connected to the port b, and the port c is connected to the port d. At this time, the working fluid circuit is: working fluid pump 9 → heat recovery heat exchanger 10 → third control valve 16 → port a of the four-way valve → port b of the four-way valve → in-vehicle heat exchanger 5 → first control valve 14 → working fluid pump 9.

[0141] like Fig. 9 , in some embodiments,

[0142] When the first control valve 14, the second control valve 15, the third control valve 16, the fourth control valve 17, the flow regulating valve 18, the first clutch 12, the second clutch 13, the four-way valve 2 and the throttling device 4 are included at the same time:

[0143] The control step, when the required working mode is the working mode in which the engine runs at low load and uses the original vehicle air conditioner for heating and no power generation, that is, mode eight, controls the second control valve 15, the third control valve 16 and the fourth control valve 17 to be closed, the first control valve 14 and the flow regulating valve 18 to be opened, the first clutch 12 to be disengaged, the second clutch 13 to be disengaged, the port a of the four-way valve 2 to be connected with the port b, the port c to be connected with the port d, and the throttling device 4 to be opened and opened to the maximum opening.

[0144] This is the preferred control mode of the present invention, that is, the working mode is the working mode in which the engine is running at low load and using waste heat for heating and not generating electricity. Fig. 9The present invention provides a solution for using the original vehicle air conditioner for heating when the engine is running at low load (mode eight, compared with Figure 5 Low-load refrigeration, this mode only has different four-way valve connections and different closing states of the first solenoid valve and the second solenoid valve. ), in this mode, the second control valve 15, the third control valve 16, and the fourth control valve 17 are closed, the first control valve 14 and the flow regulating valve 18 are opened, and the flow regulating valve opening is adjusted to the maximum; the first clutch 12 and the second clutch 13 are both separated; the four-way valve port a is connected to the port b, and the c port is connected to the d port. At this time, the heating circuit: compressor 1→four-way valve port a→four-way valve port b→in-vehicle heat exchanger 5→throttling device 4→out-of-vehicle heat exchanger 3→four-way valve port d→four-way valve port c→gas-liquid separator 6→compressor 1; waste heat recovery side: in-vehicle heat exchanger 5→first control valve 14→working fluid pump 9→heat recovery heat exchanger 10→flow regulating valve 18, and then mixed with the working fluid from the gas-liquid separator 6 and enters the compressor 1.

[0145] For mode 7 and mode 8, mode 7 is used first, and the compressor is not activated to reduce system power consumption. Mode 8 is used only when the heat provided by mode 7 does not meet the demand.

[0146] Generally, mode 1 is always enabled when cooling or heating is not needed, unless there is no demand for electricity at all.

[0147] For Mode 2 and Mode 3, Mode 2 is used first. When the battery, parking air conditioning battery and other equipment are fully charged, switch to Mode 3 to reduce the power consumption of the compressor during cooling.

[0148] For Mode 5 and Mode 6, Mode 5 is used first. When the battery, parking air conditioning battery and other equipment are fully charged, switch to Mode 6 to improve the heating capacity.

[0149] For mode six, the compressor is normally driven only by the expander, but if the heating amount does not meet the demand, additional power will be required for the compressor.

[0150] For Mode 2 and Mode 6, it is also possible to choose to close the first clutch and the second clutch at the same time to achieve the effects of generating electricity and driving the compressor at the same time.

[0151] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the present invention. These improvements and variations should also be regarded as the protection scope of the present invention.

Claims

1. A waste heat recovery automobile air conditioning system, characterized in that: include: An expander (7), a compressor (1), an engine (19), an off-vehicle heat exchanger (3), an on-vehicle heat exchanger (5), a throttling device (4) and a heat recovery heat exchanger (10); the heat recovery heat exchanger (10) exchanges heat with the engine (19) to recover the heat of the engine (19); an inlet end of the expander (7) can be connected to the heat recovery heat exchanger (10) to introduce a working fluid heated by the heat recovery heat exchanger (10) into the expander (7) to perform work; the expander (7) and the compressor (1) are connected via a clutch to drive the compressor (1) to operate via the expander (7); the compressor (1), the off-vehicle heat exchanger (3), the throttling device (4) and the on-vehicle heat exchanger (5) can form a refrigeration cycle system; the refrigeration cycle system uses the same working fluid as that entering the expander (7) as a refrigerant; and the outlet end of the expander (7) can be connected to the outlet end of the compressor (1).

2. The automobile air conditioning system with waste heat recovery according to claim 1 is characterized in that: The invention also comprises a generator (11), wherein the generator (11) is connected to the expander (7) via a first clutch (12) so that the expander (7) can drive the generator (11) to operate, and the expander (7) is connected to the compressor (1) via a second clutch (13).

3. The automobile air conditioning system with waste heat recovery according to claim 1 is characterized in that: The refrigeration cycle system further comprises a four-way valve (2), a gas-liquid separator (6), a first pipeline (101), a second pipeline (102), a third pipeline (103), a fourth pipeline (104), a fifth pipeline (105), a sixth pipeline (106) and a seventh pipeline (107); the outlet end of the compressor (1) is connected to the port a of the four-way valve (2) through the first pipeline (101); the port d of the four-way valve (2) is connected to one end of the off-vehicle heat exchanger (3) through the second pipeline (102); the other end of the off-vehicle heat exchanger (3) is connected to the outlet end of the compressor (1) through the first pipeline (101); The third pipeline (103) is connected to one end of the throttling device (4), the other end of the throttling device (4) is connected to one end of the in-vehicle heat exchanger (5) through the fourth pipeline (104), the other end of the in-vehicle heat exchanger (5) is connected to the port b of the four-way valve (2) through the fifth pipeline (105), the port c of the four-way valve (2) is connected to the inlet end of the gas-liquid separator (6) through the sixth pipeline (106), and the outlet end of the gas-liquid separator (6) is connected to the inlet end of the compressor (1) through the seventh pipeline (107).

4. The automobile air conditioning system with waste heat recovery according to claim 3 is characterized in that: The outlet end of the expander (7) is connected to the first pipeline (101) at the outlet end of the compressor (1) through an eighth pipeline (108); the heat recovery heat exchanger (10) comprises a first heat exchange tube (10a) and a second heat exchange tube (10b) for exchanging heat with each other; one end of the second heat exchange tube (10b) is connected to one end of the engine (19); the other end of the second heat exchange tube (10b) is connected to the other end of the engine (19); one end of the first heat exchange tube (10a) is connected to the inlet end of the expander (7) through a ninth pipeline (109).

5. The automobile air conditioning system with waste heat recovery according to claim 4 is characterized in that: The eighth pipeline (108) is provided with a one-way valve (8), and the one-way valve (8) only allows the fluid from the outlet end of the expander (7) to flow to the first pipeline (101), and the ninth pipeline (109) is provided with a fourth control valve (17).

6. The automobile air conditioning system with waste heat recovery according to claim 4 or 5, characterized in that: The invention also comprises a tenth pipeline (110), one end of the tenth pipeline (110) being connected to the one end of the first heat exchange pipe (10a) of the heat recovery heat exchanger (10), the other end of the tenth pipeline (110) being connected to the first pipeline (101), and a third control valve (16) being provided on the tenth pipeline (110).

7. The automobile air conditioning system with waste heat recovery according to any one of claims 4 to 6, characterized in that: The heat recovery heat exchanger (10) further comprises an eleventh pipeline (111), one end of the eleventh pipeline (111) being connected to the one end of the first heat exchange pipe (10a) of the heat recovery heat exchanger (10), and the other end of the eleventh pipeline (111) being connected to the seventh pipeline (107), and a flow regulating valve (18) being provided on the eleventh pipeline (111).

8. The automobile air conditioning system with waste heat recovery according to claim 4 is characterized in that: It also includes a twelfth pipeline (112), one end of the twelfth pipeline (112) is connected to the other end of the first heat exchange pipe (10a) of the heat recovery heat exchanger (10), and the other end of the twelfth pipeline (112) is connected to the third pipeline (103), and the twelfth pipeline (112) is provided with a working fluid pump (9) and a second control valve (15).

9. The automobile air conditioning system with waste heat recovery according to claim 8, characterized in that: The working fluid pump (9) is relatively close to the heat recovery heat exchanger (10), and the second control valve (15) is relatively close to the third pipeline (103). The system also includes a thirteenth pipeline (113), one end of the thirteenth pipeline (113) is connected to the pipe section between the working fluid pump (9) and the second control valve (15) on the twelfth pipeline (112), and the other end of the thirteenth pipeline (113) is connected to the fourth pipeline (104). The thirteenth pipeline (113) is provided with a first control valve (14).

10. A control method for a waste heat recovery automobile air conditioning system according to any one of claims 1 to 9, characterized in that: include: A determination step, detecting a required working mode of the automobile air conditioning system; The control step controls the opening or closing of multiple valves and clutches of the automobile air conditioning system according to the required working mode to achieve multiple different working modes.

11. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is a working mode in which waste heat is only used for power generation, i.e., mode 1, controls the first control valve (14), the third control valve (16) and the flow regulating valve (18) to be closed, the second control valve (15) and the fourth control valve (17) to be opened, the first clutch (12) to be closed, the second clutch (13) to be separated, the port a of the four-way valve (2) to be connected with the port d, the port b to be connected with the port c, and the throttling device (4) to be closed.

12. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode in which the engine is running at high load and cooling and generating electricity at the same time, that is, mode 2, controls the first control valve (14) and the third control valve (16) to be closed, the second control valve (15), the fourth control valve (17) and the flow regulating valve (18) to be opened, the first clutch (12) to be closed, the second clutch (13) to be separated, the port a of the four-way valve (2) to be connected with the port d, the port b to be connected with the port c, and the throttling device (4) to be opened.

13. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode in which the engine is running at high load and cooling and not generating electricity at the same time, that is, mode three, controls the first control valve (14) and the third control valve (16) to be closed, the second control valve (15), the fourth control valve (17) and the flow regulating valve (18) to be opened, the first clutch (12) to be disengaged, the second clutch (13) to be closed, the port a of the four-way valve (2) to be connected with the port d, the port b to be connected with the port c, and the throttling device (4) to be opened.

14. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode of the engine running at low load and cooling and not generating electricity at the same time, that is, mode four, controls the first control valve (14), the third control valve (16) and the fourth control valve (17) to be closed, the second control valve (15) and the flow regulating valve (18) to be opened, the first clutch (12) to be disengaged, the second clutch (13) to be disengaged, the port a of the four-way valve (2) to be connected with the port d, the port b to be connected with the port c, and the throttling device (4) to be opened and the opening degree to be adjusted to the maximum.

15. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode of the engine running at high load and generating heat and electricity at the same time, that is, mode five, controls the second control valve (15), the third control valve (16) and the flow regulating valve (18) to be closed, the first control valve (14) and the fourth control valve (17) to be opened, the first clutch (12) to be closed, the second clutch (13) to be separated, the port a of the four-way valve (2) to be connected with the port b, the port c to be connected with the port d, and the throttling device (4) to be closed.

16. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode of the engine running at high load and heating and not generating electricity at the same time, that is, mode six, controls the second control valve (15), the third control valve (16) and the flow regulating valve (18) to be closed, the first control valve (14) and the fourth control valve (17) to be opened, the first clutch (12) to be disengaged, the second clutch (13) to be closed, the port a of the four-way valve (2) to be connected with the port b, the port c to be connected with the port d, and the throttling device (4) to be opened.

17. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode in which the engine runs at a low load and uses waste heat for heating and does not generate electricity, that is, mode seven, controls the second control valve (15), the fourth control valve (17) and the flow regulating valve (18) to be closed, the first control valve (14) and the third control valve (16) to be opened, the first clutch (12) to be disengaged, the second clutch (13) to be disengaged, the port a of the four-way valve (2) to be connected to the port b, the port c to be connected to the port d, and the throttling device (4) to be closed.

18. The control method according to claim 10, characterized in that: When the first control valve (14), the second control valve (15), the third control valve (16), the fourth control valve (17), the flow regulating valve (18), the first clutch (12), the second clutch (13), the four-way valve (2) and the throttling device (4) are included at the same time: The control step, when the required working mode is the working mode in which the engine runs at a low load and uses the original vehicle air conditioner for heating and does not generate electricity, that is, mode eight, controls the second control valve (15), the third control valve (16) and the fourth control valve (17) to be closed, the first control valve (14) and the flow regulating valve (18) to be opened, the first clutch (12) to be disengaged, the second clutch (13) to be disengaged, the port a of the four-way valve (2) to be connected with the port b, the port c to be connected with the port d, and the throttling device (4) to be opened and opened to the maximum opening.

Images