New energy automobile heat management system based on heat storage and cold storage heat pump-ORC bidirectional circulation

Abstract

The invention discloses a new energy automobile heat management system based on heat storage and cold storage heat pump-ORC bidirectional circulation. The new energy automobile heat management system comprises a passenger compartment temperature control subsystem, a heat pump subsystem, an ORC circulation subsystem and a battery thermoelectric management subsystem. The heat and cold storage unit is a three-phase thermochemical heat storage device; the system comprises a cold supply mode and a heat supply mode, and in the cold supply mode, a refrigerant channel of the heat pump subsystem communicates with a second refrigerant channel in the heat and cold storage unit; in the heating mode, the refrigerant channel of the heat pump subsystem communicates with the first refrigerant channel in the heat and cold storage unit. The three-phase thermochemical heat and cold storage device is introduced into the heat pump subsystem and the ORC subsystem, the refrigerant channel of the heat pump subsystem is connected with the two parallel refrigerant channels of the heat and cold storage unit, and efficient operation in a cold supply mode, a heat supply mode, a heat power transformation mode and a waste heat recovery mode can be achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of heat pump air conditioning systems for electric vehicles, and in particular relates to a heat pump-ORC bidirectional cycle-based thermal management system for new energy vehicles. Background Art

[0002] With the vigorous development of the new energy vehicle industry, the thermal management problem of electric vehicles has gradually become prominent, becoming one of the key factors restricting their range and market acceptance. Unlike traditional fuel vehicles, electric vehicles use on-board batteries as their power source and are driven by electric motors. During the operation of the vehicle, the power battery needs to power the motor, air conditioner, headlights and other systems at the same time. Among them, the cooling and heating power consumption of the air conditioning system is second only to the electric motor, which has a significant impact on the range of electric vehicles.

[0003] In cold regions, especially in winter, the heating efficiency and speed of heat pump air conditioners are severely restricted by the ambient temperature, resulting in poor heating effect and a sharp increase in energy consumption. In addition, low temperature environments will also aggravate the performance degradation of power batteries, affecting their output power and cycle life. Although traditional PTC heaters can effectively heat batteries, their high energy consumption characteristics further shorten the range of electric vehicles and increase users' range anxiety.

[0004] In order to improve the endurance of electric vehicles, relevant practitioners have also proposed some technical solutions to the problem of cooling and heating energy consumption in recent years.

[0005] For example, the Chinese patent with the patent publication number CN115284820A discloses a refrigerant direct cooling and direct heating electric vehicle heat pump thermal management system, which makes full use of the air source, motor waste heat recovery and battery waste heat for heating the passenger compartment and battery, effectively reducing the energy consumption of thermal management and improving the range of electric vehicles in winter. However, the heating effect of this solution in extremely cold environments still needs to be improved. The patent publication number CN117021899A is a new energy vehicle thermal management system that couples a heat storage device with a heat pump air conditioner. On the basis of the traditional heat pump air conditioning system, a heat storage device is added as an additional heat source. This design can not only directly heat the passenger compartment, but also maintain the heating state when the heat pump system is defrosted, while recovering the waste heat generated by the motor electronic control and the power battery to heat and keep the power battery warm. Although this solution has improved the efficiency and stability of the thermal management system to a certain extent, its application scenarios are still subject to certain limitations, and it is difficult to achieve a significant improvement in the range of electric vehicles in cold areas.

[0006] Although the above-mentioned existing technologies have reduced the energy consumption of cooling and heating and alleviated the range anxiety problem to a certain extent through waste heat recovery, optimization of thermal management systems, and the addition of heat storage devices, their application scenarios and effects are still subject to certain limitations, and it is difficult to achieve a comprehensive improvement in the endurance of electric vehicles in cold and extremely cold regions. In particular, in the use of energy / heat storage devices, existing technologies are often limited to specific working conditions or functions, and fail to give full play to the comprehensive role of heat storage devices in multiple operating modes. Summary of the invention

[0007] In view of this, the present invention aims to solve the technical problems existing in the thermal management system of new energy vehicles, such as low heating efficiency, high energy consumption, limited cruising range, and difficulty in temperature management of battery packs under different working conditions. The present invention discloses a new energy vehicle thermal management system based on a heat pump-ORC bidirectional cycle of heat storage and cold storage, which can realize the storage, release and thermoelectric conversion of thermal energy, thereby effectively improving the cruising range of electric vehicles and the overall efficiency of the thermal management system.

[0008] To achieve the above object, the technical solution of the present invention is achieved as follows: A new energy vehicle thermal management system based on a heat pump-ORC bidirectional cycle of heat storage and cold storage includes: a passenger compartment temperature control subsystem, including an in-vehicle heat exchanger, a circulating pump and a refrigerant-water heat exchanger in the passenger compartment; a heat pump subsystem, including a refrigerant-water heat exchanger, a gas-liquid separator, a compression-expansion unit, a heat storage and cold storage unit and a throttling device connected in sequence; an ORC circulation subsystem, including a heat storage and cold storage unit, a compression-expansion unit, an environmental heat exchanger and a working fluid pump connected in sequence, a battery thermoelectric management subsystem, including a battery pack, a power supply unit, a second water pump, a circulating pump and a refrigerant-water heat exchanger, and the power supply unit is coupled to the compression-expansion unit; the heat storage and cold storage unit is a three-phase thermochemical heat storage device, which includes a phase change heat absorption layer, a first heat exchange layer, a generation / absorption layer, a porous hydrophobic membrane, a condensation / evaporation layer and a second heat exchange layer in sequence, and the first heat exchange layer is provided with There is a first water flow channel and a first refrigerant channel; the second heat exchange layer is provided with a second water flow channel and a second refrigerant channel; the phase change heat absorption layer is filled with phase change material for absorbing waste heat of new energy vehicles; the generation / absorption layer is used to store chemical heat generated by internal working fluid regeneration or dilution; the condensation / evaporation layer is used to store condensation heat or evaporation heat generated by the porous hydrophobic membrane when the working fluid in the generation / absorption layer changes phase; the first water flow channel is connected to the water flow pipeline in the ORC circulation subsystem; the second water flow channel is connected to the second water pump in the battery thermal and electric management subsystem; the system includes a cooling mode and a heating mode. In the cooling mode, the refrigerant channel of the heat pump subsystem is connected to the second refrigerant channel in the heat storage unit; in the heating mode, the refrigerant channel of the heat pump subsystem is connected to the first refrigerant channel in the heat storage unit.

[0009] As one of the preferred schemes of the present invention, the cooling mode includes a passenger compartment cooling mode, a driving battery cooling mode and a parking battery cooling mode. In the passenger compartment cooling mode and the driving battery cooling mode, the heat pump subsystem provides cooling for the passenger compartment or the battery through a refrigerant-water heat exchanger; in the parking battery cooling mode, the second water pump is turned on, and water releases heat through the second heat exchange layer of the heat and cold storage unit to provide sustainable cooling for the battery.

[0010] As one of the preferred schemes of the present invention, the system also includes a heat-to-electricity mode, which is used when the battery life is insufficient in winter. In the heat-to-electricity mode, the heat pump subsystem is turned off, and the working fluid pump in the ORC circulation subsystem is turned on. The working fluid passes through the first refrigerant channel in the first heat exchange layer, the working fluid channel of the compression-expansion unit, and the ambient heat exchanger in sequence and then returns; the heat energy of the first heat exchange layer in the heat storage and cold storage unit is converted into thermal energy-internal energy-electric energy to charge the battery.

[0011] As one of the preferred schemes of the present invention, it also includes a waste heat recovery subsystem, including a waste heat exchanger, a third water pump and a heat storage and cold storage unit. The waste heat exchanger is used to absorb waste heat from the new energy vehicle, and the third water pump is connected to the first water flow channel of the heat storage and cold storage unit.

[0012] As one of the preferred solutions of the present invention, the system also includes a driving waste heat recovery mode. In this mode, the system only turns on the third water pump, and the water absorbs the waste heat to be stored in the first heat exchange layer of the heat storage and cold storage unit.

[0013] As one of the preferred solutions of the present invention, the waste heat recovery subsystem also includes a first water pump, which is arranged between the waste heat exchanger and the refrigerant-water heat exchanger; in the heating mode, the first water pump is turned on, and the water absorbs the heat of the waste heat exchanger and transfers the heat to the refrigerant-water heat exchanger.

[0014] As one of the preferred solutions of the present invention, in the heat pump subsystem, a four-way valve is provided between the heat storage and cold storage unit and the throttling device, a first interface of the four-way valve is connected to the second water flow channel of the heat storage and cold storage unit, a second interface is connected to the working fluid pump in the ORC circulation subsystem, a third interface is connected to the first refrigerant channel of the heat storage and cold storage unit, and a fourth interface is connected to the throttling device.

[0015] As one of the preferred solutions of the present invention, in the heat pump subsystem, a three-way valve is provided between the heat storage and cold storage unit and the compression and expansion unit, the first interface of the three-way valve is connected to the working fluid inlet of the compression and expansion unit, the second interface is connected to the gas-liquid separator, and the third interface is connected to the first refrigerant channel of the heat storage and cold storage unit.

[0016] As one of the preferred solutions of the present invention, in the heat pump subsystem, a first switch valve is provided between the refrigerant-water heat exchanger and the compression expansion unit, a second switch valve is provided between the refrigerant-water heat exchanger and the gas-liquid separator, and a third switch valve is provided between the three-way valve and the gas-liquid separator.

[0017] As one of the preferred solutions of the present invention, in the heat storage and cold storage unit, the first refrigerant channel is arranged in the first water flow channel; and the second refrigerant channel is arranged in the second water flow channel.

[0018] Compared with the prior art, the present invention has at least the following beneficial effects: The heat pump-ORC bidirectional cycle of new energy vehicle thermal management system based on heat storage and cold storage described in the present invention introduces a three-phase thermochemical heat storage and cold storage device into the heat pump subsystem and the ORC circulation subsystem, and connects the refrigerant channel of the heat pump subsystem with the two parallel refrigerant channels of the heat storage and cold storage unit. With the help of the three-phase thermochemical heat storage characteristics of the heat storage and cold storage unit, the waste heat is used to drive the generation / adsorption layer and the condensation / evaporation layer in the heat storage and cold storage unit to generate corresponding heat or cold, and then drive the multi-mode operation of the entire thermal management system. Compared with the heat pump thermal management system in the prior art that simply relies on waste heat or heat storage materials to assist condensation or evaporation, the cooling and heating efficiency is significantly increased.

[0019] The present invention couples the heat pump subsystem and the ORC circulation subsystem together through a heat storage and cold storage unit. The three-phase thermochemical energy storage characteristics of the heat storage and cold storage unit can be used to convert thermal energy into internal energy and then into electrical energy, thereby providing emergency power replenishment for the battery pack when the new energy vehicle has insufficient cruising range in winter. This not only greatly improves the energy utilization efficiency and heat energy recycling rate of the entire vehicle, but also effectively reduces energy consumption, extends battery life, and increases vehicle cruising range.

[0020] The present invention utilizes the three-phase thermochemical heat storage characteristics in the heat storage and cold storage unit, and can directly cool the battery thermoelectric management subsystem in the parking charging mode without starting the vehicle. At the same time, the heat of the parking charging battery is recovered through the phase change heat storage channel in the heat storage and cold storage unit, which effectively reduces energy consumption and improves the battery thermal management efficiency during the charging process.

[0021] The present invention makes full use of the waste heat of various components of new energy vehicles, such as engine waste heat, battery pack waste heat, etc., and drives the heat storage and cold storage unit to generate heat or cold through waste heat, while also providing sufficient heat for the refrigerant-water heat exchanger in the passenger compartment to meet the multi-mode efficient operation requirements of the thermal management system. At the same time, in spring and autumn, waste heat can also be stored in the heat storage and cold storage unit, so that the heat storage and cold storage unit can store a certain amount of energy in all seasons, and the energy storage effect is better. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1is a schematic diagram of a thermal management system according to an embodiment of the present invention; Figure 2 Schematic diagram of the structure of the heat storage and cold storage unit according to an embodiment of the present invention; Figure 3 is a schematic diagram of a flow chart of a thermal management system in a passenger compartment cooling mode according to an embodiment of the present invention; Figure 4 is a schematic diagram of the flow of the thermal management system in the driving battery cooling mode according to an embodiment of the present invention; Figure 5 is a schematic diagram of a flow chart of a thermal management system in a parking battery cooling mode according to an embodiment of the present invention; Figure 6 is a schematic diagram of a flow chart of a thermal management system in a heating mode according to an embodiment of the present invention; Figure 7 is a schematic diagram of a flow chart of a thermal management system in a waste heat recovery mode according to an embodiment of the present invention; Figure 8 It is a flow chart of the thermal management system in the thermal-to-electricity mode according to an embodiment of the present invention.

[0023] The symbols in the figure are: Compression expansion unit; 2-heat storage and cold storage unit; 201-phase change heat absorption layer; 202-first heat exchange layer, 203-generation / absorption layer; 204-porous hydrophobic membrane; 205-condensation / evaporation layer; 206-second heat exchange layer; 3-throttling device; 4-refrigerant-water heat exchanger; 5-gas-liquid separator; 6-third water pump; 7-circulation pump; 8-in-vehicle heat exchanger; 9-battery pack; 10-working fluid pump; 11-environmental heat exchanger; 12-power supply unit; 13-waste heat exchanger; 14-first water pump; 15-second water pump; 16-four-way valve; 17-three-way valve; F1-first switch valve; F2-second switch valve; F3-third switch valve; F4-fourth switch valve; F5-fifth switch valve; F6-sixth switch valve; F7-seventh switch valve; F8-eighth switch valve. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments in the present application belong to the scope of protection of this application.

[0025] like Figure 1 , Figure 2As shown, the present application discloses a new energy vehicle thermal management system based on a heat pump-ORC bidirectional cycle of heat storage and cold storage, including: a passenger compartment temperature control subsystem, including an in-vehicle heat exchanger 8, a circulating pump 7 and a refrigerant-water heat exchanger 4 in the passenger compartment; a heat pump subsystem, including a refrigerant-water heat exchanger 4, a gas-liquid separator 5, a compression and expansion unit 1, a heat storage and cold storage unit 2 and a throttling device 3 connected in sequence; an ORC circulation subsystem, including a heat storage and cold storage unit 2, a compression and expansion unit 1, an environmental heat exchanger 11 and a working fluid pump 10 connected in sequence; a battery thermoelectric management subsystem, including a battery pack 9, a power supply unit 12, a second water pump 15, a circulating pump 7 and a refrigerant-water heat exchanger 4, and the power supply unit 12 is coupled to the compression and expansion unit 1; the power supply unit 12 can be a generator / motor, and the compression and expansion unit can output internal energy to the generator.

[0026] The heat storage and cold storage unit 2 is a three-phase thermochemical heat storage device, which includes a phase change heat absorption layer 201, a first heat exchange layer 202, a generation / absorption layer 203, a porous hydrophobic membrane 204, a condensation / evaporation layer 205 and a second heat exchange layer 206. The first heat exchange layer 202 is provided with a first water flow channel and a first refrigerant channel ( Figure 2 The second heat exchange layer 206 is provided with a second water flow channel and a second refrigerant channel ( Figure 2 As shown by the bold lines in 206, preferably, the first refrigerant channel is arranged in the first water flow channel; the second refrigerant channel is arranged in the second water flow channel; the phase change heat absorption layer 201 is filled with phase change material to absorb the waste heat of new energy vehicles, such as engine waste heat / battery waste heat, etc.; the generating / absorbing layer 203 is used to store the chemical heat generated by the regeneration or dilution of the internal working fluid; the condensation / evaporation layer 205 is used to store the condensation heat or evaporation heat generated by the porous hydrophobic membrane 204 when the working fluid in the generating / absorbing layer changes phase.

[0027] The heat exchange principle of the three-phase thermochemical heat storage device is as follows: the waste heat of the engine or the condensation heat of the summer refrigeration system transfers the heat to the left phase change heat absorption layer 201 and the right generation / absorption layer 203 in the first heat exchange layer 202, and stores it in the form of phase change heat or combined heat. The medium to be cooled, such as the cold water of the battery thermal management subsystem or the refrigerant in the summer cooling mode of the heat pump subsystem, transfers the heat to the left condensation / evaporation layer 205 in the second heat exchange layer 206, and the condensate therein evaporates to produce steam, which enters the generation / absorption layer 203 through the porous hydrophobic membrane 204, is absorbed by the thermochemical heat storage medium, releases heat, and transfers the heat to the phase change heat absorption layer 201 through the first heat exchange layer 202, and stores it in the form of phase change heat. The medium to be heated, such as the refrigerant in the winter heating mode of the heat pump subsystem or the cooling water in the passenger compartment temperature control subsystem, enters the first heat exchange layer 202 and takes away the heat from the left phase change layer 201.

[0028] The first water flow channel in the first heat exchange layer 202 is connected to the water flow pipeline in the ORC circulation subsystem to form a water flow circulation in the ORC circulation subsystem; the second water flow channel is connected to the second water pump 15 in the battery thermal power management subsystem to form a water flow circulation in the battery thermal power management subsystem.

[0029] The refrigerant channel of the heat pump subsystem is adaptively connected to the refrigerant channel in the first heat exchange layer or the second heat exchange layer of the heat storage and cold storage unit to meet the refrigerant circulation requirements in various operating modes.

[0030] The thermal management system described in the present invention also includes a waste heat recovery subsystem, including a waste heat exchanger 13, a third water pump 6 and a heat storage and cold storage unit 2. The waste heat exchanger 13 is used to absorb waste heat from the new energy vehicle, and the third water pump 6 is connected to the first water flow channel of the heat storage and cold storage unit 2.

[0031] Preferably, the waste heat recovery subsystem further includes a first water pump 14 , which is disposed between the waste heat exchanger 13 and the refrigerant-water heat exchanger 4 .

[0032] In the heat pump subsystem described in this embodiment, a four-way valve 16 is provided between the heat storage and cold storage unit 2 and the throttling device 3, a first interface of the four-way valve 16 is connected to the second water flow channel of the heat storage and cold storage unit, a second interface is connected to the working fluid pump 10 in the ORC circulation subsystem, a third interface is connected to the first refrigerant channel of the heat storage and cold storage unit, and a fourth interface is connected to the throttling device 3.

[0033] A three-way valve 17 is provided between the heat storage and cold storage unit and the compression expansion unit, wherein the first interface of the three-way valve 17 is connected to the water inlet of the compression expansion unit 1, the second interface is connected to the gas-liquid separator 5, and the third interface is connected to the first refrigerant channel of the heat storage and cold storage unit.

[0034] A first switch valve F1 is provided between the refrigerant-water heat exchanger and the compression expansion unit, a second switch valve F2 is provided between the refrigerant-water heat exchanger and the gas-liquid separator, and a third switch valve F3 is provided between the three-way valve and the gas-liquid separator. A fifth switch valve F5 is provided between the circulation pump 7 and the in-vehicle heat exchanger 8; a fourth switch valve F4, a sixth switch valve F6 and an eighth switch valve F8 are provided between the circulation pump 7 and the battery pack, and a seventh switch valve F7 is provided between the in-vehicle heat exchanger 8 and the battery pack 9.

[0035] The heat pump-ORC bidirectional cycle based on heat storage and cold storage of the present invention is a new energy vehicle thermal management system that can realize cooling mode, heating mode, heat-to-electricity mode, and waste heat recovery mode. The cooling mode includes driving cooling mode and parking cooling mode. The operating principle of each mode is as follows: Attached Figure 3-Figure 8In the figure, the dotted line represents the refrigerant cycle, and the bold solid line represents the water cycle.

[0036] like Figure 3 As shown, in the driving passenger compartment cooling mode of the thermal management system of the present invention, the refrigerant channel in the heat pump subsystem is connected with the second refrigerant channel of the heat storage and cold storage unit, the working fluid pump, the first water pump, the second water pump and the third water pump are closed, the second switch valve F2 is opened, and the four-way valve 16 is controlled to connect the second refrigerant channel and the refrigerant channel of the throttling device; the circulation pump 7 and the fifth switch valve F5 and the sixth switch valve F6 are opened.

[0037] Refrigerant cycle: The compressor in the compression and expansion unit 1 compresses the sucked low-temperature and low-pressure gaseous refrigerant into high-temperature and high-pressure gaseous refrigerant. The gaseous refrigerant condenses and releases heat in the second refrigerant channel. The gaseous refrigerant is condensed into high-temperature and high-pressure liquid refrigerant, and then throttled, cooled and reduced in pressure by the throttling device 3 to become a low-temperature and low-pressure gas-liquid mixed refrigerant, which enters the refrigerant-water heat exchanger 4 to absorb the heat of water and evaporate into gaseous refrigerant, and finally returns to the compression and expansion unit through F2 and the gas-liquid separator 5.

[0038] Water circulation: driven by the circulation pump 7, the water flows through the refrigerant-water heat exchanger 4 to cool down, and enters the in-vehicle heat exchanger 8 through the fifth switch valve F5 to absorb the heat of the air in the passenger compartment to cool it down. The water that has absorbed the heat and heated up flows back to the refrigerant-water heat exchanger 4 to be cooled down again by the low-temperature refrigerant inside. The water circulates according to the above process, absorbs the heat of the air in the passenger compartment, and realizes cooling of the passenger compartment during summer driving.

[0039] In this mode, the heat exchange principle in the heat storage and cold storage unit is as follows: after the gaseous refrigerant releases heat in the second refrigerant channel, the heat enters the condensation / evaporation layer through the water in the second water flow channel, and the steam generated in the condensation / evaporation layer enters the generation / absorption layer. The concentrated solution in the generation / absorption layer absorbs the steam to become less concentrated and releases heat, and the heat is further absorbed and stored in the phase change heat absorption layer.

[0040] like Figure 4 As shown, in the driving battery cooling mode, the thermal management system of the present invention connects the refrigerant channel in the heat pump subsystem with the second refrigerant channel of the heat storage and cold storage unit, opens the second switch valve F2, controls the four-way valve 16 to connect the second refrigerant channel and the refrigerant channel of the throttling device; closes the working fluid pump, the first water pump, the second water pump and the third water pump, opens the circulation pump 7 and the fourth switch valve F4, the seventh switch valve F7, and the eighth switch valve F8.

[0041] Refrigerant cycle: The compressor in the compression and expansion unit 1 compresses the sucked low-temperature and low-pressure gaseous refrigerant into high-temperature and high-pressure gaseous refrigerant. The gaseous refrigerant condenses and releases heat in the second refrigerant channel. The gaseous refrigerant is condensed into high-temperature and high-pressure liquid refrigerant, and then throttled, cooled and reduced in pressure by the throttling device 3 to become a low-temperature and low-pressure gas-liquid mixed refrigerant, which enters the refrigerant-water heat exchanger 4 to absorb the heat of water and evaporate into gaseous refrigerant, and finally returns to the compression and expansion unit through F2 and the gas-liquid separator 5.

[0042] Water circulation: driven by the circulation pump 7, the water flows through the refrigerant-water heat exchanger 4 to cool down, enters the battery pack 9 through the seventh switch valve F7, and cools the battery pack 9. The water that has absorbed heat and heated up flows back to the refrigerant-water heat exchanger 4 through the eighth switch valve F8, and is once again cooled down by the internal low-temperature refrigerant. The water circulates according to the above process, absorbs the excess heat of the battery pack, and realizes the function of cooling the battery pack when the vehicle is used.

[0043] In this mode, the heat exchange principle in the heat storage and cold storage unit is as follows: after the gaseous refrigerant releases heat in the second refrigerant channel, the heat enters the condensation / evaporation layer through the water in the second water flow channel, and the steam generated in the condensation / evaporation layer enters the generation / absorption layer. The concentrated solution in the generation / absorption layer absorbs the steam to become less concentrated and releases heat, and the heat is further absorbed and stored in the phase change heat absorption layer.

[0044] like Figure 5 As shown, in the parking battery cooling mode, the thermal management system of the present invention does not need to start the heat pump subsystem and the ORC circulation subsystem, and directly uses the heat storage and cold storage unit to cool the battery pack. That is, in this mode, only the second water pump 15 is turned on to drive the water circulation in the battery thermal management subsystem.

[0045] Water circulation: Driven by the second water pump 15, the water absorbs excess heat from the battery pack, releases heat and stores it in the heat and cold storage unit, and then flows back to the battery pack to continuously provide cold air for the battery pack, thereby realizing the cooling function of the battery pack during parking charging.

[0046] In this mode, the heat exchange principle in the heat storage and cold storage unit is as follows: the water in the second water flow channel transfers the absorbed heat into the condensation / evaporation layer, the steam generated in the condensation / evaporation layer enters the generation / absorption layer, and is absorbed by the concentrated solution therein. The solution concentration becomes dilute and releases heat, which is further absorbed by the phase change heat storage chamber, and the heat generated when the battery is charged is stored.

[0047] like Figure 6As shown, in the winter heating mode of the thermal management system described in the present invention, the refrigerant channel in the heat pump subsystem is connected to the first refrigerant channel of the heat storage and cold storage unit, the working fluid pump, the first water pump, the second water pump and the third water pump are turned off, the first switch valve F1 is opened, and the four-way valve 16 is controlled to connect the first refrigerant channel and the refrigerant channel of the throttling device; the circulation pump 7 and the fifth switch valve F5 and the sixth switch valve F6 are opened.

[0048] Refrigerant cycle: The compressor in the compression and expansion unit 1 compresses the sucked low-temperature and low-pressure gaseous refrigerant into high-temperature and high-pressure gaseous refrigerant, which enters the refrigerant-water heat exchanger 4 through the first switch valve F1. The high-temperature and high-pressure gaseous refrigerant releases the heat it carries into the circulating water and condenses into high-temperature and high-pressure liquid refrigerant. It is then throttled and depressurized by the throttling device to become a low-temperature and low-pressure gas-liquid mixed refrigerant. It enters the first refrigerant channel of the heat storage and cold storage unit to absorb the heat released in the phase change heat absorption layer and evaporates into a gaseous refrigerant. Then the refrigerant returns to the compression and expansion unit through the three-way valve 17, the third switch valve F3, and the gas-liquid separator 5.

[0049] Water circulation: driven by the circulation pump 7, water flows through the refrigerant-water heat exchanger 4 to be heated and then enters the in-vehicle heat exchanger 8 through the fifth switch valve F5, releasing heat to heat up the air in the passenger compartment. After releasing heat and cooling, the water flows back to the refrigerant-water heat exchanger 4 and is heated again by the high-temperature refrigerant inside. At the same time, the waste heat recovery subsystem exchanges the recovered waste heat with the refrigerant-water heat exchanger through the water circulation to provide heat for the passenger compartment. The water circulates according to the above process, releasing the absorbed heat to the passenger compartment, realizing heating of the passenger compartment during winter driving.

[0050] In this mode, the heat storage and cold storage unit acts as a heat storage device to provide heat for the low-temperature and low-pressure gas-liquid mixed refrigerant.

[0051] like Figure 7 As shown, the thermal management system of the present invention can operate in the waste heat recovery mode in spring and autumn to store the waste heat in the heat storage and cold storage unit. That is, in this mode, only the third water pump 6 is turned on, water absorbs the waste heat, flows through the heat storage and cold storage unit to release heat, part of the heat enters the generation / absorption layer, the dilute solution inside is heated and evaporates part of the steam solution to become concentrated; the remaining heat is absorbed and stored by the phase change heat absorption chamber.

[0052] like Figure 8 As shown, when the endurance of the thermal management system of the present invention is insufficient in winter, the heat-to-electricity mode can be activated. In this mode, the heat pump subsystem is turned off, the working fluid pump 10 in the ORC circulation subsystem is turned on, and the third water pump 6 in the waste heat recovery subsystem is turned on. In this system, the ORC circulation subsystem and the heat pump subsystem can share the working fluid, that is, the working fluid in the ORC circulation subsystem is also the refrigerant.

[0053] ORC cycle: The working fluid in the ORC cycle, driven by the working fluid pump 10, passes through the first refrigerant channel in the first heat exchange layer in the heat storage and cold storage unit 2, the working fluid channel of the compression and expansion unit 1, and the environmental heat exchanger 11 and then returns.

[0054] In this mode, the phase change heat absorption layer releases the stored heat into the water, and at the same time, the waste heat of the waste heat recovery subsystem flows to the heat storage and cold storage unit through hot water. The working fluid is pressurized in the working fluid pump 10, enters the first refrigerant channel of the heat storage and cold storage unit to absorb the heat stored in the phase change heat absorption layer, and then enters the compression and expansion unit to expand and do work, further driving the power supply unit to generate electricity. The working fluid circulates according to the above process, and realizes the function of charging the battery pack through the conversion between thermal energy-internal energy-electrical energy.

[0055] The heat pump-ORC bidirectional cycle of new energy vehicle thermal management system based on heat storage and cold storage described in the present invention introduces a three-phase thermochemical heat storage and cold storage device into the heat pump subsystem and the ORC circulation subsystem, and connects the refrigerant channel of the heat pump subsystem with the two parallel refrigerant channels of the heat storage and cold storage unit. With the help of the three-phase thermochemical heat storage characteristics of the heat storage and cold storage unit, the waste heat is used to drive the generation / adsorption layer and the condensation / evaporation layer in the heat storage and cold storage unit to generate corresponding heat or cold, and then drive the multi-mode operation of the entire thermal management system. Compared with the heat pump thermal management system in the prior art that simply relies on waste heat or heat storage materials to assist condensation or evaporation, the cooling and heating efficiency is significantly increased.

[0056] The heat pump-ORC bidirectional circulation thermal management system for new energy vehicles described in the present application cleverly combines the heat pump air-conditioning system with the heat engine circulation system, and introduces a heat storage / release unit with heat storage and cold storage functions, so that the vehicle can achieve multiple functions of cooling, heating, thermal energy storage and thermoelectric conversion in different working modes. It also captures the waste heat generated during the operation or charging of the vehicle through the auxiliary action of the waste heat recovery system and the water pump, and converts the stored heat energy into electrical energy through the heat engine circulation system to provide emergency power for the battery pack. It not only greatly improves the energy utilization efficiency and heat energy recycling rate of the whole vehicle, but also effectively reduces energy consumption, extends battery life, and improves vehicle cruising range.

[0057] The embodiments of the present application are described above in conjunction with the accompanying drawings. In the absence of conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

Claims

1. A new energy vehicle thermal management system based on a heat pump-ORC bidirectional cycle with heat storage and cold storage, characterized in that: include: The passenger compartment temperature control subsystem includes an in-vehicle heat exchanger, a circulation pump, and a refrigerant-water heat exchanger in the passenger compartment; A heat pump subsystem, comprising a refrigerant-water heat exchanger, a gas-liquid separator, a compression-expansion unit, a heat storage unit and a throttling device connected in sequence; The ORC circulation subsystem includes a heat storage and cold storage unit, a compression expansion unit, an environmental heat exchanger and a working fluid pump connected in sequence. A battery thermal management subsystem, comprising a battery pack, a power supply unit, a second water pump, a circulation pump and a refrigerant-water heat exchanger, wherein the power supply unit is coupled to the compression expansion unit; The heat storage and cold storage unit is a three-phase thermochemical heat storage device, which includes a phase change heat absorption layer, a first heat exchange layer, a generation / absorption layer, a porous hydrophobic membrane, a condensation / evaporation layer, and a second heat exchange layer in sequence, wherein the first heat exchange layer is provided with a first water flow channel and a first refrigerant channel; The second heat exchange layer is provided with a second water flow channel and a second refrigerant channel; the phase change heat absorption layer is filled with phase change material for absorbing waste heat of new energy vehicles; the generation / absorption layer is used to store chemical heat generated by regeneration or dilution of the internal working fluid; the condensation / evaporation layer is used to store condensation heat or evaporation heat generated by the porous hydrophobic membrane when the working fluid in the generation / absorption layer changes phase; The first water flow channel is connected to the water flow pipeline in the ORC circulation subsystem; the second water flow channel is connected to the second water pump in the battery thermal management subsystem; The system includes a cooling mode and a heating mode. In the cooling mode, the refrigerant channel of the heat pump subsystem is connected to the second refrigerant channel in the heat storage unit; in the heating mode, the refrigerant channel of the heat pump subsystem is connected to the first refrigerant channel in the heat storage unit.

2. The system according to claim 1, characterized in that: The cooling mode includes a passenger compartment cooling mode, a driving battery cooling mode and a parking battery cooling mode. In the passenger compartment cooling mode and the driving battery cooling mode, the heat pump subsystem provides cooling for the passenger compartment or the battery through a refrigerant-water heat exchanger; in the parking battery cooling mode, the second water pump is turned on, and water releases heat through the second heat exchange layer of the heat and cold storage unit to provide sustainable cooling for the battery.

3. The system according to claim 2, characterized in that: The system also includes a heat-to-electricity mode, which is used when the battery life is insufficient in winter. In the heat-to-electricity mode, the heat pump subsystem is turned off, the working fluid pump in the ORC circulation subsystem is turned on, and the working fluid passes through the first refrigerant channel in the first heat exchange layer, the working fluid channel of the compression-expansion unit, and the ambient heat exchanger and then returns; The heat energy of the first heat exchange layer in the heat storage and cold storage unit is converted into heat energy-internal energy-electric energy to charge the battery.

4. The system according to claim 3, characterized in that: It also includes a waste heat recovery subsystem, including a waste heat exchanger, a third water pump and a heat storage and cold storage unit. The waste heat exchanger is used to absorb waste heat from the new energy vehicle, and the third water pump is connected to the first water flow channel of the heat storage and cold storage unit.

5. The system according to claim 4, characterized in that: The system also includes a driving waste heat recovery mode, in which the system only turns on the third water pump, and water absorbs waste heat to be stored in the first heat exchange layer of the heat storage and cold storage unit.

6. The system according to claim 5, characterized in that: The waste heat recovery subsystem also includes a first water pump, which is arranged between the waste heat exchanger and the refrigerant-water heat exchanger; in the heating mode, the first water pump is turned on, and the water absorbs the heat of the waste heat exchanger and transfers the heat to the refrigerant-water heat exchanger.

7. The system according to claim 1, characterized in that: In the heat pump subsystem, a four-way valve is provided between the heat storage and cold storage unit and the throttling device, a first interface of the four-way valve is connected to the second water flow channel of the heat storage and cold storage unit, a second interface is connected to the working fluid pump in the ORC circulation subsystem, a third interface is connected to the first refrigerant channel of the heat storage and cold storage unit, and a fourth interface is connected to the throttling device.

8. The system according to claim 1, characterized in that: In the heat pump subsystem, a three-way valve is provided between the heat storage and cold storage unit and the compression expansion unit, a first interface of the three-way valve is connected to the working fluid inlet of the compression expansion unit, a second interface is connected to the gas-liquid separator, and a third interface is connected to the first refrigerant channel of the heat storage and cold storage unit.

9. The system according to claim 1, characterized in that: In the heat pump subsystem, a first switch valve is provided between the refrigerant-water heat exchanger and the compression expansion unit, a second switch valve is provided between the refrigerant-water heat exchanger and the gas-liquid separator, and a third switch valve is provided between the three-way valve and the gas-liquid separator.

10. The system according to any one of claims 1 to 9, characterized in that: In the heat storage and cold storage unit, the first refrigerant channel is arranged in the first water flow channel; and the second refrigerant channel is arranged in the second water flow channel.

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