New energy vehicle thermal management system based on heat storage and cold storage heat pump-ORC bidirectional cycle

Abstract

The present invention discloses a new energy vehicle thermal management system based on a heat pump - ORC bi - directional cycle with heat storage and cold storage, comprising: an occupant compartment temperature control subsystem, a heat pump subsystem, an ORC cycle subsystem, and a battery thermoelectric management subsystem; the heat storage and cold storage unit is a three - phase thermochemical heat storage device; 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 and cold 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 and cold storage unit. The present invention introduces a three - phase thermochemical heat storage and cold storage device into the heat pump subsystem and the ORC cycle subsystem, and connects the refrigerant channel of the heat pump subsystem to two parallel refrigerant channels of the heat storage and cold storage unit, enabling efficient operation in the cooling mode, heating mode, heat - to - electricity mode, and waste heat recovery mode.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicle heat pump air conditioning systems, and particularly relates to a new energy vehicle thermal management system based on a heat pump-ORC two-way cycle with heat storage and cold storage. Background Art

[0002] With the booming development of the new energy vehicle industry, the thermal management problem of electric vehicles has gradually emerged and become one of the key factors restricting their driving range and market acceptance. Different from traditional fuel vehicles, electric vehicles use in-vehicle batteries as the power source and are driven by electric motors. During vehicle operation, the power battery needs to supply power to systems such as electric motors, air conditioners, and headlights simultaneously. Among them, the power consumption of the air conditioning system for refrigeration and heating is second only to that of the electric motor, which has a significant impact on the driving range of electric vehicles.

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

[0004] In recent years, relevant practitioners have also proposed some technical solutions to address the energy consumption problems of refrigeration and heating in order to improve the driving range of electric vehicles.

[0005] For example, Chinese Patent Publication No. CN115284820A discloses a refrigerant direct cooling and direct heating type electric vehicle heat pump thermal management system, which effectively reduces the thermal management energy consumption and improves the driving range of electric vehicles in winter by making full use of the air source, motor waste heat recovery, and battery waste heat for heating the passenger compartment and the battery. However, the heating performance of this solution still needs to be improved in extremely cold environments. Chinese Patent Publication No. CN117021899A discloses a new energy vehicle thermal management system with a heat storage device coupled to a heat pump air conditioner. An additional heat storage device is added to the traditional heat pump air conditioning system as an additional heat source. This design can not only directly heat the passenger compartment but also maintain the heating state during defrosting of the heat pump system. At the same time, it recovers the waste heat generated by the motor electronic control and the power battery to heat and keep warm the power battery. Although this solution improves the efficiency and stability of the thermal management system to a certain extent, its application scenario is still limited to a certain extent, and it is difficult to significantly improve the driving range of electric vehicles in severely cold regions.

[0006] Although the above-mentioned existing technologies have reduced the energy consumption of refrigeration and heating to a certain extent and alleviated the range anxiety problem by means of waste heat recovery, thermal management system optimization, and adding heat storage devices, their application scenarios and effects are still limited to a certain extent, and it is difficult to comprehensively improve the endurance of electric vehicles in cold and severe cold regions. Especially in the utilization of energy storage / heat storage devices, existing technologies are often limited to specific working conditions or functions, and the comprehensive role of heat storage devices in various operating modes has not been fully exerted. 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 difficult 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 with heat storage and cold storage, which can realize the storage, release, and thermoelectric conversion of thermal energy, thereby effectively improving the endurance 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 realized as follows:

[0009] A new energy vehicle thermal management system based on a heat pump-ORC bidirectional cycle with heat storage and cold storage includes: an occupant compartment temperature control subsystem, including an in-vehicle heat exchanger, a circulation pump, and a refrigerant-water heat exchanger in the occupant 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 cycle 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 circulation 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, including 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. A first water flow channel and a first refrigerant channel are provided in the first heat exchange layer; a second water flow channel and a second refrigerant channel are provided in the second heat exchange layer; the phase change heat absorption layer is filled with a phase change material for absorbing the waste heat of the new energy vehicle; the generation / absorption layer is used for storing the chemical heat generated by the regeneration or dilution of the working fluid inside; the condensation / evaporation layer is used for storing the condensation heat or evaporation heat generated when the working fluid in the generation / absorption layer undergoes a phase change and penetrates through the porous hydrophobic membrane; the first water flow channel is connected to the water flow pipeline in the ORC cycle subsystem; the second water flow channel is connected to the second water pump in the battery thermoelectric 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 and cold 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 and cold storage unit.

[0010] As one of the preferred embodiments of the present invention, the cooling mode includes an occupant compartment cooling mode, a driving battery cooling mode, and a parked battery cooling mode. In the occupant compartment cooling mode and the driving battery cooling mode, the heat pump subsystem provides cooling capacity for the occupant compartment or the battery through the refrigerant-water heat exchanger; in the parked battery cooling mode, the second water pump is turned on, and water releases heat through the second heat exchange layer of the heat storage and cooling unit to provide sustainable cooling capacity for the battery.

[0011] As one of the preferred embodiments of the present invention, the system further includes a thermal power generation mode, which is used when the winter range is insufficient. In the thermal power generation mode, the heat pump subsystem is turned off, and the working fluid pump in the ORC cycle subsystem is turned on. The working fluid sequentially 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 thermal energy in the first heat exchange layer of the heat storage and cooling unit is converted into electrical energy through the conversion of thermal energy-internal energy-electric energy to charge the battery.

[0012] As one of the preferred embodiments of the present invention, it further includes a waste heat recovery subsystem, which includes a waste heat exchanger, a third water pump, and a heat storage and cooling unit. The waste heat exchanger is used to absorb the waste heat of the new energy vehicle, and the third water pump is connected to the first water flow channel of the heat storage and cooling unit.

[0013] As one of the preferred embodiments of the present invention, the system further includes a driving waste heat recovery mode. In this mode, only the third water pump is turned on, and water absorbs waste heat and stores it in the first heat exchange layer of the heat storage and cooling unit.

[0014] As one of the preferred embodiments of the present invention, the waste heat recovery subsystem further includes a first water pump, and the first water pump 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 water absorbs the heat of the waste heat exchanger and transfers the heat to the refrigerant-water heat exchanger.

[0015] As one of the preferred embodiments of the present invention, in the heat pump subsystem, a four-way valve is provided between the heat storage and cooling unit and the throttling device. The first interface of the four-way valve is connected to the second water flow channel of the heat storage and cooling unit, the second interface is connected to the working fluid pump in the ORC cycle subsystem, the third interface is connected to the first refrigerant channel of the heat storage and cooling unit, and the fourth interface is connected to the throttling device.

[0016] As one of the preferred embodiments of the present invention, in the heat pump subsystem, a three-way valve is provided between the heat storage and cooling unit and the compression-expansion unit. The first interface of the three-way valve is connected to the working fluid inlet of the compression-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 cooling unit.

[0017] As one of the preferred embodiments of the present invention, in the heat pump subsystem, a first switching valve is provided between the refrigerant-water heat exchanger and the compression-expansion unit, a second switching valve is provided between the refrigerant-water heat exchanger and the gas-liquid separator, and a third switching valve is provided between the three-way valve and the gas-liquid separator.

[0018] As one of the preferred embodiments of the present invention, in the heat storage and cold storage unit, the first refrigerant channel is arranged inside the first water flow channel; the second refrigerant channel is arranged inside the second water flow channel.

[0019] Compared with the prior art, the present invention has at least the following beneficial effects:

[0020] The new energy vehicle thermal management system based on heat storage and cold storage heat pump-ORC two-way cycle of the present invention introduces a three-phase thermochemical heat storage and cold storage device into the heat pump subsystem and the ORC cycle subsystem, and connects the refrigerant channel of the heat pump subsystem with two parallel refrigerant channels of the heat storage and cold storage unit. By virtue of the three-phase thermochemical heat storage characteristics of the heat storage and cold storage unit, the heat in the heat storage and cold storage unit is used to drive the corresponding heat or cold in the generation / adsorption layer and the condensation / evaporation layer, and then to 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.

[0021] The present invention couples the heat pump subsystem and the ORC cycle subsystem through the heat storage and cold storage unit, and can utilize the three-phase thermochemical energy storage characteristics of the heat storage and cold storage unit to convert thermal energy into internal energy and then into electrical energy, so as to provide emergency charging for the battery pack when the new energy vehicle has insufficient endurance in winter. It not only greatly improves the energy utilization efficiency and thermal energy recycling efficiency of the whole vehicle, but also effectively reduces energy consumption, prolongs the battery life, and increases the vehicle endurance mileage.

[0022] 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 thermal management subsystem without starting the vehicle in the parking charging mode. At the same time, through the phase change heat storage channel in the heat storage and cold storage unit, the heat of the parked charging battery is recovered, effectively reducing energy consumption and improving the battery thermal management efficiency during the charging process.

[0023] The present invention makes full use of the waste heat of various components of the new energy vehicle, such as the waste heat of the engine, the waste heat of the battery pack, etc. While driving the heat storage and cold storage unit to generate heat or cold through the waste heat, it can also provide sufficient heat for the refrigerant-water heat exchanger in the passenger compartment to meet the multi-mode high-efficiency operation requirements of the thermal management system. At the same time, in spring and autumn, the 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 throughout the four seasons, and the energy storage effect is better. Description of the Drawings

[0024] Figure 1 is the schematic diagram of the thermal management system according to the embodiment of the present invention;

[0025] Figure 2 is the schematic structural diagram of the heat storage and cold storage unit according to the embodiment of the present invention;

[0026] Figure 3 is the schematic flow diagram of the thermal management system in the cooling mode of the passenger compartment according to the embodiment of the present invention;

[0027] Figure 4 is the schematic flow diagram of the thermal management system in the driving battery cooling mode according to the embodiment of the present invention;

[0028] Figure 5 is the schematic flow diagram of the thermal management system in the parking battery cooling mode according to the embodiment of the present invention;

[0029] Figure 6 is the schematic flow diagram of the thermal management system in the heating mode according to the embodiment of the present invention;

[0030] Figure 7 is the schematic flow diagram of the thermal management system in the waste heat recovery mode according to the embodiment of the present invention;

[0031] Figure 8 is the schematic flow diagram of the thermal management system in the heat-to-electricity mode according to the embodiment of the present invention.

[0032] The markings in the figure are represented as:

[0033] 1 - Compression and 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 - Ambient 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 switching valve; F2 - Second switching valve; F3 - Third switching valve; F4 - Fourth switching valve; F5 - Fifth switching valve; F6 - Sixth switching valve; F7 - Seventh switching valve; F8 - Eighth switching valve. Detailed implementation manners

[0034] Next, the technical solutions in the embodiments of the present application will be clearly described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art belong to the scope protected by the present application.

[0035] As Figure 1 , Figure 2 shown, the present application discloses a new energy vehicle thermal management system based on a heat pump-ORC two-way cycle with heat storage and cold storage, including: an occupant compartment temperature control subsystem, including an in-vehicle heat exchanger 8, a circulation pump 7, and a refrigerant-water heat exchanger 4 in the occupant compartment; a heat pump subsystem, including a refrigerant-water heat exchanger 4, a gas-liquid separator 5, a compression-expansion unit 1, a heat storage and cold storage unit 2, and a throttling device 3 connected in sequence; an ORC cycle subsystem, including a heat storage and cold storage unit 2, a compression-expansion unit 1, an ambient 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 circulation pump 7, and a refrigerant-water heat exchanger 4, wherein the power supply unit 12 is coupled to the compression-expansion unit 1; the power supply unit 12 can be a generator / motor, and the compression-expansion unit can output internal energy to the generator.

[0036] The heat storage and cold storage unit 2 is a three-phase thermochemical heat storage device, which sequentially 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. A first water flow channel and a first refrigerant channel are provided in the first heat exchange layer 202 ( Figure 2 shown by the thickened lines in 202); a second water flow channel and a second refrigerant channel are provided in the second heat exchange layer 206 ( Figure 2 shown by the thickened lines in 206). Preferably, the first refrigerant channel is provided in the first water flow channel; the second refrigerant channel is provided in the second water flow channel; the phase change heat absorption layer 201 is filled with a phase change material for absorbing the waste heat of the new energy vehicle, such as engine waste heat / battery waste heat, etc.; the generation / absorption layer 203 is used for storing the chemical heat generated by the regeneration or dilution of the internal working fluid; the condensation / evaporation layer 205 is used for storing the condensation heat or evaporation heat generated when the working fluid in the generation / absorption layer undergoes a phase change and penetrates through the porous hydrophobic membrane 204.

[0037] The heat exchange principle of the three-phase thermochemical energy storage device is as follows: The waste heat of the engine or the condensation heat of the summer refrigeration system transfers heat to the left-phase change endothermic layer 201 and the right occurrence / absorption layer 203 in the first heat exchange layer 202, and stores it in the form of phase change heat or combined heat. For the cooling medium, such as the cold water of the battery thermal management subsystem or the refrigerant in the summer refrigeration mode of the heat pump subsystem, it transfers heat to the left condensation / evaporation layer 205 in the second heat exchange layer 206. The condensate therein evaporates to generate steam, enters the occurrence / absorption layer 203 through the porous hydrophobic membrane 204, is absorbed by the thermochemical energy storage medium, releases heat, and transfers the heat to the phase change endothermic layer 201 through the first heat exchange layer 202 for storage in the form of phase change heat. For the heating medium, such as the refrigerant in the winter heating mode of the heat pump subsystem or the cooling water in the occupant compartment temperature control subsystem, it enters the first heat exchange layer 202 and takes away the heat of the left-phase change layer 201.

[0038] The first water flow channel in the first heat exchange layer 202 is connected to the water flow pipeline in the ORC cycle subsystem to form a water flow cycle of the ORC cycle subsystem; the second water flow channel is connected to the second water pump 15 in the battery thermoelectric management subsystem to form a water flow cycle in the battery thermoelectric management subsystem.

[0039] 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 energy storage and cooling unit to meet the refrigerant cycle requirements in various operating modes.

[0040] The heat management system described in the present invention further includes a waste heat recovery subsystem, which includes a waste heat exchanger 13, a third water pump 6, and an energy storage and cooling unit 2. The waste heat exchanger 13 is used to absorb the waste heat of the new energy vehicle, and the third water pump 6 is connected to the first water flow channel of the energy storage and cooling unit 2.

[0041] Preferably, the waste heat recovery subsystem further includes a first water pump 14, and the first water pump 14 is arranged between the waste heat exchanger 13 and the refrigerant-water heat exchanger 4.

[0042] In the heat pump subsystem of this embodiment, a four-way valve 16 is provided between the energy storage and cooling unit 2 and the throttling device 3. The first interface of the four-way valve 16 is connected to the second water flow channel of the energy storage and cooling unit, the second interface is connected to the working fluid pump 10 in the ORC cycle subsystem, the third interface is connected to the first refrigerant channel of the energy storage and cooling unit, and the fourth interface is connected to the throttling device 3.

[0043] A three-way valve 17 is provided between the energy storage and cooling unit and the compression-expansion unit. 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 energy storage and cooling unit.

[0044] A first switching valve F1 is provided between the refrigerant-water heat exchanger and the compression-expansion unit, a second switching valve F2 is provided between the refrigerant-water heat exchanger and the gas-liquid separator, and a third switching valve F3 is provided between the three-way valve and the gas-liquid separator. A fifth switching valve F5 is provided between the circulation pump 7 and the in-vehicle heat exchanger 8; a fourth switching valve F4, a sixth switching valve F6 and an eighth switching valve F8 are provided between the circulation pump 7 and the battery pack, and a seventh switching valve F7 is provided between the in-vehicle heat exchanger 8 and the battery pack 9.

[0045] The new energy vehicle thermal management system based on the heat storage and cold storage heat pump-ORC two-way cycle according to the present invention can realize a cooling mode, a heating mode, a heat-to-electricity mode, and a waste heat recovery mode. The cooling mode includes a driving cooling mode and a parking cooling mode. The operating principles in each mode are as follows:

[0046] Appendix Figures 3 - 8 In the figure, the dotted line represents the refrigerant cycle, and the thick solid line represents the water cycle.

[0047] As Figure 3 As shown, in the driving occupant compartment cooling mode of the thermal management system according to the present invention, the refrigerant channel in the heat pump subsystem is connected to 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 turned off, the second switching 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 switching valve F5 and the sixth switching valve F6 are opened.

[0048] Refrigerant cycle: The compressor in the compression-expansion unit 1 compresses the inhaled low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant. The gaseous refrigerant condenses and releases heat in the second refrigerant channel, and the gaseous refrigerant is condensed into a high-temperature and high-pressure liquid refrigerant. Then, it is throttled, cooled, and depressurized by the throttling device 3 to become a low-temperature and low-pressure gas-liquid mixed refrigerant, enters the refrigerant-water heat exchanger 4 to absorb the heat of water and evaporates into a gaseous refrigerant, and finally returns to the compression-expansion unit through F2 and the gas-liquid separator 5.

[0049] Water cycle: Driven by the circulation pump 7, water flows through the refrigerant-water heat exchanger 4 to be cooled, enters the in-vehicle heat exchanger 8 through the fifth switching valve F5, absorbs the heat of the air in the occupant compartment to cool it down, and the water that has absorbed heat and increased in temperature flows back to the refrigerant-water heat exchanger 4 and is cooled down again by the low-temperature refrigerant inside. Water circulates according to the above process, absorbs the heat of the air in the occupant compartment, and realizes cooling the occupant compartment during driving in summer.

[0050] 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. The steam generated in the condensation / evaporation layer enters the generation / absorption layer. The concentrated solution in the generation / absorption layer absorbs the steam, its concentration becomes dilute and heat is released, and the heat is further absorbed and stored by the phase change heat absorption layer.

[0051] As Figure 4 shown, in the driving battery cooling mode of the heat management system of the present invention, the refrigerant channel in the heat pump subsystem is connected to the second refrigerant channel of the heat storage and cold storage unit. 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 working medium pump, the first water pump, the second water pump and the third water pump are closed, and the circulation pump 7 and the fourth switch valve F4, the seventh switch valve F7 and the eighth switch valve F8 are opened.

[0052] Refrigerant cycle: The compressor in the compression and expansion unit 1 compresses the inhaled low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant. The gaseous refrigerant condenses and releases heat in the second refrigerant channel, and the gaseous refrigerant is condensed into a high-temperature and high-pressure liquid refrigerant. Then it is throttled, cooled, depressurized by the throttling device 3, becomes a low-temperature and low-pressure gas-liquid mixed refrigerant, enters the refrigerant-water heat exchanger 4 to absorb the heat of water and evaporates into a gaseous refrigerant, and finally returns to the compression and expansion unit through F2 and the gas-liquid separator 5.

[0053] Water cycle: Driven by the circulation pump 7, water flows through the refrigerant-water heat exchanger 4 to be cooled, enters the battery pack 9 through the seventh switch valve F7, cools the battery pack 9, and the water after absorbing heat and rising in temperature flows back to the refrigerant-water heat exchanger 4 through the eighth switch valve F8 and is cooled again by the low-temperature refrigerant inside. Water circulates according to the above process, absorbs the excess heat of the battery pack, and realizes the function of cooling the battery pack during driving.

[0054] 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. The steam generated in the condensation / evaporation layer enters the generation / absorption layer. The concentrated solution in the generation / absorption layer absorbs the steam, its concentration becomes dilute and heat is released, and the heat is further absorbed and stored by the phase change heat absorption layer.

[0055] As Figure 5 shown, in the parking battery cooling mode of the heat management system of the present invention, there is no need to turn on the heat pump subsystem and the ORC cycle subsystem, and the heat storage and cold storage unit is directly used to cool the battery pack. That is, only the second water pump 15 is turned on in this mode to drive the water cycle in the battery thermoelectric management subsystem.

[0056] Water cycle: Driven by the second water pump 15, water absorbs the excess heat of the battery pack, releases heat and stores it in the heat storage and cold storage unit, and then flows back to the battery pack to continuously provide cooling capacity for the battery pack, so as to realize the cooling function of the battery pack during parking charging.

[0057] 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 cavity, and the heat generated during battery charging is stored.

[0058] As Figure 6 shown, in the winter heating mode of the thermal management system of 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 switching 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 switching valve F5 and the sixth switching valve F6 are opened.

[0059] Refrigerant cycle: The compressor in the compression and expansion unit 1 compresses the inhaled low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, which enters the refrigerant-water heat exchanger 4 through the first switching valve F1. The high-temperature and high-pressure gaseous refrigerant releases the carried heat to the circulating water and condenses into a high-temperature and high-pressure liquid refrigerant. Then it is throttled and depressurized by the throttling device to become a low-temperature and low-pressure gas-liquid mixed refrigerant, which enters the first refrigerant channel of the heat storage and cold storage unit to absorb the heat released by 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 and the third switching valve F3 and the gas-liquid separator 5.

[0060] Water cycle: Driven by the circulation pump 7, water flows through the refrigerant-water heat exchanger 4 to be heated and raised in temperature, enters the vehicle interior heat exchanger 8 through the fifth switching valve F5, releases heat to raise the temperature of the air in the passenger compartment, and the water after releasing heat and lowering the temperature flows back to the refrigerant-water heat exchanger 4 and is heated and raised in temperature 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 cycle to provide heat for the passenger compartment. Water circulates according to the above process, releases the absorbed heat to the passenger compartment, and realizes heating the passenger compartment during winter driving.

[0061] In this mode, the heat storage and cold storage unit serves as a heat storage device to provide heat for the low-temperature and low-pressure gas-liquid mixed refrigerant.

[0062] As Figure 7As shown in the figure, in spring and autumn, the heat management system of the present invention can operate in a waste heat recovery mode, storing 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, the water absorbs the waste heat, flows through the heat storage and cold storage unit to release heat, a part of the heat enters the generation / absorption layer, and the dilute solution inside is heated to evaporate a part of the steam and the solution becomes concentrated; the remaining heat is absorbed and stored by the phase change heat absorption cavity.

[0063] As Figure 8 shown in the figure, when the battery life of the heat management system of the present invention is insufficient in winter, the heat-to-electricity conversion mode can be started. In this mode, the heat pump subsystem is turned off, the working fluid pump 10 in the ORC cycle subsystem is turned on, and the third water pump 6 in the waste heat recovery subsystem is turned on. In this system, the ORC cycle subsystem and the heat pump subsystem can share the working fluid, that is, the working fluid in the ORC cycle subsystem is also a refrigerant.

[0064] ORC cycle: The working fluid in the ORC cycle is driven by the working fluid pump 10 and sequentially returns after passing 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 ambient heat exchanger 11.

[0065] 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 the 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 through the conversion between thermal energy - internal energy - electrical energy, the function of charging the battery pack is realized.

[0066] The new energy vehicle heat management system based on heat storage and cold storage with a heat pump - ORC two-way cycle of the present invention introduces a three-phase thermochemical heat storage and cold storage device into the heat pump subsystem and the ORC cycle subsystem, and connects the refrigerant channel of the heat pump subsystem with two parallel refrigerant channels of the heat storage and cold storage unit. By virtue of the three-phase thermochemical heat storage characteristics of the heat storage and cold storage unit, the corresponding heat or cold is generated in the generation / adsorption layer and the condensation / evaporation layer in the heat storage and cold storage unit by the waste heat, and then the multi-mode operation of the entire heat management system is driven. Compared with the existing heat pump heat management system that simply relies on waste heat or heat storage materials to assist condensation or evaporation, the cooling and heating efficiency is significantly increased.

[0067] The new energy vehicle thermal management system of the heat pump-ORC two-way cycle described in this application combines the heat pump air conditioning system and the heat engine cycle system skillfully, and introduces a heat storage / discharge unit with the functions of heat storage and cold storage, enabling the vehicle to achieve multiple functions of refrigeration, heating, heat energy storage and thermoelectric conversion under different working modes. It also captures the waste heat generated during vehicle operation or charging through the auxiliary functions of the waste heat recovery system and the water pump, and converts the stored heat energy into electrical energy through the heat engine cycle system to provide emergency charging for the battery pack. This not only greatly improves the energy utilization efficiency of the whole vehicle and the heat energy cycle utilization rate, but also effectively reduces energy consumption, prolongs the battery life and increases the vehicle's cruising range.

[0068] The embodiments of this application have been described above in conjunction with the accompanying drawings. Without conflict, the embodiments and features in the embodiments of this application can be combined with each other. This application is not limited to the above specific implementation manners. The above specific implementation manners are merely illustrative and not restrictive. Under the inspiration of this application, those of ordinary skill in the art can also make many forms without departing from the purpose of this application and the scope protected by the claims, and all of them belong to the protection scope of this 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 new energy vehicle thermal management system based on the heat pump-ORC bidirectional cycle of heat storage and cold storage 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 and cold 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 and cold 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 8, 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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