Diesel-electric hybrid power system heat management mechanism based on heat storage and cold storage

Abstract

The invention provides a diesel-electric hybrid power system heat management mechanism based on heat storage and cold storage. The diesel-electric hybrid power system heat management mechanism is composed of a heat storage loop and a refrigerating loop. The heat storage loop is composed of an exhaust heat exchanger, a heat pool, a constant temperature pool, a multi-way valve, a heat conduction oil pump and necessary pipelines. The refrigerating circuit is composed of an exhaust heat exchanger, a heat conduction oil pump, a thermoacoustic engine, a thermoacoustic refrigerator, a cold pool, a battery heat exchanger and necessary pipelines. The device has the beneficial effects that on one hand, heat in exhausted gas is recycled and stored in the heat pool, and on the other hand, the heat in the heat pool is used for heating a diesel engine body, cooling liquid and a battery during low-temperature starting; meanwhile, exhaust heat is converted into a'thermal refrigeration 'effect through the thermo-acoustic refrigeration engine and the thermo-acoustic refrigerator, generated cold energy is stored in the cold pool and used for cooling a battery during use, use of a traditional refrigeration compressor is reduced, and finally the purposes of waste heat recycling and accessory power consumption reduction are achieved.

Description

Technical Field

[0001] This invention belongs to the field of thermal management of diesel engine hybrid power systems, and in particular relates to a thermal management mechanism for diesel-electric hybrid systems based on thermal and cold storage. Background Technology

[0002] Currently, the diesel engine in diesel-electric hybrid systems uses a traditional small and large loop cooling method. A thermostat controls the flow of the coolant into different loops: during cold starts or initial startup, the coolant preferentially flows through the small loop, with the help of a resistive PTC heater within the loop to accelerate heating if necessary; once the coolant temperature reaches the design threshold, the thermostat switches to the large loop mode, using the radiator to dissipate excess heat to the atmosphere, reducing the coolant temperature to the required engine inlet temperature. The hybrid system's battery pack needs to maintain an ideal operating temperature of 25–35°C. The industry standard solution is to use a cooling unit: a low-temperature refrigerant is generated through a refrigeration cycle and exchanges heat with the battery to stabilize the temperature. In summary, both the electronic PTC heater in traditional diesel engine thermal management and the refrigeration compressor in the battery cooling system consume additional electrical energy; furthermore, according to the principles of internal combustion engines, only one-third of the fuel combustion energy is converted into useful work, with the remaining heat being directly released into the atmosphere, resulting in significant energy waste.

[0003] The thermoacoustic refrigeration system achieves energy conversion based on the thermoacoustic effect. It mainly consists of a thermoacoustic engine (drive end) and a thermoacoustic refrigerator (refrigeration end), with energy transfer completed through coupling between the two via a gas resonant tube. Compared with traditional absorption and adsorption heat-driven refrigeration systems, this technology has significant advantages such as simple structure and no moving parts in the entire system, resulting in extremely high operational reliability. It is particularly suitable for stable operation in complex vibration environments during vehicle operation.

[0004] Thermal energy storage technology is currently mainly used in residential hot water and heating applications. It utilizes off-peak electricity prices or industrial waste heat to charge phase change thermal energy storage devices. After storage, the heat is released to the demand area in a timely and appropriate manner through a hot water delivery system, forming a complete "heat storage-temporary storage-heat release" cycle. This technology also has potential applications in the field of new energy vehicles, where it can recover engine waste heat to preheat the battery or provide interior heating, further improving the system's energy utilization rate. Summary of the Invention

[0005] In view of this, the present invention aims to propose a thermal management mechanism for diesel-electric hybrid systems based on thermal and cold storage, in order to solve the problems existing in the prior art: (1) The electronic PTC heater and the refrigeration compressor of the battery cooling system in the traditional diesel engine thermal management both consume additional electrical energy; (2) Only 1 / 3 of the energy from fuel combustion is converted into useful work, while the remaining heat is directly emitted into the atmosphere, resulting in significant energy waste.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows: A thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage is characterized by comprising a thermal storage circuit, wherein the thermal storage circuit includes an exhaust heat exchanger, the exhaust heat exchanger is connected to the engine exhaust pipe, the exhaust heat exchanger is connected to a hot pool, the hot pool is connected to a constant temperature pool, the constant temperature pool is connected to a multi-way valve, the multi-way valve is connected to the exhaust heat exchanger via a pump, the A and B ports of the multi-way valve are respectively connected to the A and B ports of the engine heat exchanger, the C and D ports of the multi-way valve are respectively connected to the C and D ports of the battery heat exchanger, and the E and F ports of the multi-way valve are respectively connected to the E and F ports of the cockpit air conditioning heat exchanger. The thermal management mechanism of the diesel-electric hybrid system based on thermal and cold storage also includes a refrigeration circuit. The refrigeration circuit includes an exhaust heat exchanger, which is connected to a thermoacoustic engine via a pump. The thermoacoustic engine is connected to a thermoacoustic refrigerator, which is connected to a cold pool. The G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the battery heat exchanger, and the G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the cockpit air conditioning heat exchanger.

[0007] Furthermore, the B port of the engine heat exchanger is connected to the engine heat exchanger via a pump.

[0008] Furthermore, the D port of the battery heat exchanger is connected to the battery heat exchanger via a pump.

[0009] Furthermore, the F-port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump.

[0010] Furthermore, the H port of the battery heat exchanger is connected to the battery heat exchanger via a pump.

[0011] Furthermore, the H-port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump.

[0012] Furthermore, the heat exchange between the hot pool and the constant temperature pool is controlled by a controller.

[0013] Furthermore, the temperature of the constant temperature pool is controlled by a controller within a set range, with 100°C as the center.

[0014] Compared with existing technologies, the thermal management mechanism for diesel-electric hybrid systems based on thermal and cold storage described in this invention has the following advantages: (1) Recover exhaust heat and convert it into usable heat / cold energy to improve fuel utilization.

[0015] (2) Reduce the power consumption of PTC heaters and traditional refrigeration compressors, and reduce the load on accessories.

[0016] (3) Maintain the battery in the ideal temperature range of 25~35℃ to reduce the damage to the battery caused by temperature fluctuations.

[0017] (4) Thermoacoustic technology has no moving mechanical parts, reducing the number of failure points and lowering maintenance costs.

[0018] (5) Thermoacoustic refrigeration uses an inert gas working fluid to replace traditional refrigerants, reducing environmental pollution.

[0019] (6) Intelligent distribution of heat (hot pool → constant temperature pool → various components) and cooling (cold pool → battery / air conditioner) to meet the temperature requirements of multiple systems. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the overall structural connection relationship described in an embodiment of the present invention. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0022] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0023] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] like Figure 1 As shown, the thermal management mechanism of the diesel-electric hybrid system based on thermal and cold storage includes a thermal storage circuit. The thermal storage circuit includes an exhaust heat exchanger, which is connected to the engine exhaust pipe, a hot pool, and a constant temperature pool. The constant temperature pool is connected to a multi-way valve, which is connected to the exhaust heat exchanger via a pump. The A and B ports of the multi-way valve are connected to the A and B ports of the engine heat exchanger, respectively. The C and D ports of the multi-way valve are connected to the C and D ports of the battery heat exchanger, respectively. The E and F ports of the multi-way valve are connected to the E and F ports of the cockpit air conditioning heat exchanger, respectively. The thermal management mechanism of the diesel-electric hybrid system based on thermal and cold storage also includes a refrigeration circuit. The refrigeration circuit includes an exhaust heat exchanger, which is connected to a thermoacoustic engine via a pump. The thermoacoustic engine is connected to a thermoacoustic refrigerator, which is connected to a cold pool. The G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the battery heat exchanger, and the G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the cockpit air conditioning heat exchanger.

[0026] The B port of the engine heat exchanger is connected to the engine heat exchanger via a pump. The D port of the battery heat exchanger is connected to the battery heat exchanger via a pump. The F port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump. The H port of the battery heat exchanger is connected to the battery heat exchanger via a pump. The H port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump. The heat exchange between the hot pool and the constant temperature pool is controlled by a controller. The temperature of the constant temperature pool is controlled by the controller within a set range, centered at 100°C.

[0027] Specifically, the heat storage loop is a circulating loop used to store and recover heat energy in a diesel-electric hybrid system. It mainly consists of an exhaust heat exchanger, a hot pool, a constant temperature pool, a multi-way valve, a heat transfer oil pump, and necessary pipelines. The exhaust heat exchanger stores the heat in the exhaust pipe into the hot pool. The hot pool and the constant temperature pool undergo controllable heat exchange to maintain the temperature of the constant temperature pool at around 100°C. The multi-way valve controls whether heat is provided to the diesel engine coolant, battery coolant, and heating components such as the air conditioning heat exchanger. Driven by the heat transfer oil pump, the exhaust heat is recovered by the exhaust heat exchanger and stored in the hot pool. Then, heat energy is provided to various components of the system as needed to achieve waste heat recovery and utilization.

[0028] Specifically, the refrigeration circuit is a thermodynamic cycle system in the diesel-electric hybrid system that utilizes exhaust heat to achieve refrigeration through a thermoacoustic engine and a thermoacoustic refrigerator. It mainly consists of an exhaust heat exchanger, a heat transfer oil pump, a thermoacoustic engine, a thermoacoustic refrigerator, a cold pool, a battery heat exchanger, and related pipelines. The heat transfer oil pump drives the exhaust heat exchanger to collect heat from the exhaust pipe, and the thermoacoustic engine converts the heat into sound wave energy. The sound wave energy is transferred to the thermoacoustic refrigerator to complete the refrigeration process. The generated low-temperature working fluid is stored in the cold pool. The cooling capacity in the cold pool can be used for battery cooling and cockpit refrigeration. By utilizing waste heat for refrigeration, the use of traditional refrigeration compressors is reduced, thus lowering system energy consumption.

[0029] Specifically, the hot pool is a heat storage module used to store the recovered exhaust heat. The heat in the diesel engine exhaust pipe is recovered and stored in the hot pool through an exhaust heat exchanger. It then exchanges heat with the constant temperature pool in a controlled manner to maintain the temperature of the constant temperature pool at about 100°C. A multi-way valve controls whether to provide heat to the diesel engine coolant, battery coolant, and other heating components such as the air conditioning heat exchanger, so as to realize the recovery and utilization of waste heat, reduce energy waste, provide preheating for the system during low-temperature start-up, and improve the overall energy efficiency of the diesel-electric hybrid system.

[0030] Specifically, the constant temperature pool is a temperature control module mainly used to maintain the system temperature stability, conduct controllable heat exchange with the hot pool, maintain the temperature at around 100℃, and control whether to provide heat to the components to be heated (diesel engine coolant, battery coolant, air conditioning heat exchanger, etc.) through a multi-way valve, ensuring that each component operates within the optimal temperature range, improving system efficiency, acting as a temperature buffer and regulation device, realizing precise heat distribution and management, reducing the use of traditional heating elements, reducing energy consumption, and achieving intelligent heat distribution and precise temperature control through the constant temperature pool.

[0031] Specifically, a multi-port valve is a key flow control component, mainly used to control the on / off state and flow distribution between different thermal management loops. In the thermal storage loop, the multi-port valve controls the heat exchange between the constant temperature pool and various components to be heated (diesel engine coolant, battery coolant, air conditioning heat exchanger, etc.). By connecting different thermal management loops through multiple valve ports, it realizes intelligent allocation of heat among systems such as the engine, battery, and air conditioning, accurately controls the direction of heat flow, reduces energy waste, and improves the overall efficiency of the system. The multi-port valve has multiple valve ports and can connect to multiple thermal management loops simultaneously. It automatically adjusts the on / off state of each loop according to the system temperature requirements, replacing multiple independent valves in the traditional way, simplifying the system structure, and reducing costs. The multi-port valve is the core component for realizing waste heat recovery and intelligent thermal energy management. By accurately controlling the distribution of heat between the thermal pool and various heat-using equipment, it effectively reduces the use of traditional refrigeration compressors and improves energy utilization efficiency.

[0032] Specifically, the cold pool is a low-temperature working fluid storage module used to store the cooling energy generated by thermoacoustic refrigeration technology. The exhaust waste heat is converted into cooling energy by the thermoacoustic refrigeration engine and thermoacoustic refrigerator and stored in the cold pool. The cold pool provides low-temperature working fluid for the battery cooling circuit, maintaining the battery at the optimal operating temperature. It can be connected to the air conditioning heat exchanger to provide cooling for the cockpit environment. By utilizing waste heat for cooling, the energy consumption of traditional refrigeration compressors is reduced, waste heat is recovered and reused, and the power consumption of accessories is reduced. The ideal temperature of the battery and the cabin is maintained through heat exchange. The cold pool and the hot pool work together to form a complete heat and cold storage system. The hot pool stores high-temperature heat for low-temperature start-up heating, while the cold pool stores low-temperature cooling energy for battery cooling and air conditioning refrigeration, achieving efficient energy recycling.

[0033] The innovative aspects of this invention: (1) Integrate the heat storage circuit (including exhaust heat exchanger, hot pool, constant temperature pool) and the refrigeration circuit (including thermoacoustic engine, thermoacoustic refrigerator, cold pool) into a unified thermal management architecture for diesel-electric hybrid system to realize bidirectional utilization of exhaust waste heat (heating + refrigeration).

[0034] (2) The exhaust heat of the diesel engine is recovered by the exhaust heat exchanger. On the one hand, it is stored in the hot pool and heated by the constant temperature pool for components such as diesel engine coolant, battery, and air conditioner. On the other hand, it drives the thermoacoustic engine to convert heat energy into sound energy, and then generates cold energy through the thermoacoustic refrigerator and stores it in the cold pool, replacing the traditional resistance type PTC heater and refrigeration compressor.

[0035] (3) A multi-way valve is used to control the heat exchange between the constant temperature pool and the components to be heated. Combined with the cold pool, the cooling capacity is provided to the battery cooling circuit and the air conditioning heat exchanger as needed, so as to achieve precise temperature control of multiple components (diesel engine, battery, cockpit).

[0036] (4) Introducing a thermoacoustic engine-refrigeration system, using the acoustic energy converted from exhaust heat to drive refrigeration, with no moving parts to improve system reliability and adapt to the complex vibration environment of the vehicle.

[0037] (5) Through the coordinated operation of the hot pool and the cold pool, the storage and on-demand release of heat (low-temperature start-up heating) and cold energy (battery cooling, air conditioning cooling) are realized, maximizing the reduction of exhaust waste heat waste and energy consumption of traditional components.

[0038] Advantages of this invention: (1) Heat in diesel engine exhaust is recovered through exhaust heat exchanger for heat storage (heat pool) and driving thermoacoustic refrigeration, reducing energy waste.

[0039] (2) Replaces traditional resistance PTC heaters (for diesel engine cold start) and refrigeration compressors (for battery cooling), reducing the power consumption of accessories.

[0040] (3) The heat exchange between the constant temperature pool and the components to be heated (diesel engine coolant, battery, air conditioner) is controlled by a multi-way valve, and the cold pool provides cooling for the battery / air conditioner to meet the temperature requirements of multiple components.

[0041] (4) It adopts a thermoacoustic engine / refrigeration unit with no moving parts, which is suitable for vehicle vibration environment and has high reliability.

[0042] (5) Integrate the thermal storage circuit and the refrigeration circuit to simplify the structure and improve the overall efficiency.

[0043] The beneficial effects of this invention are: (1) Recover exhaust heat and convert it into usable heat / cold energy to improve fuel utilization.

[0044] (2) Reduce the power consumption of PTC heaters and traditional refrigeration compressors, and reduce the load on accessories.

[0045] (3) Maintain the battery in the ideal temperature range of 25~35℃ to reduce the damage to the battery caused by temperature fluctuations.

[0046] (4) Thermoacoustic technology has no moving mechanical parts, reducing the number of failure points and lowering maintenance costs.

[0047] (5) Thermoacoustic refrigeration uses an inert gas working fluid to replace traditional refrigerants, reducing environmental pollution.

[0048] (6) Intelligent distribution of heat (hot pool → constant temperature pool → various components) and cooling (cold pool → battery / air conditioner) to meet the temperature requirements of multiple systems.

[0049] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage, characterized in that: The system includes a heat storage circuit, which includes an exhaust heat exchanger connected to the engine exhaust pipe, a heat pool connected to a constant temperature pool, and a multi-way valve connected to the exhaust heat exchanger via a pump. The A and B ports of the multi-way valve are connected to the A and B ports of the engine heat exchanger, respectively. The C and D ports of the multi-way valve are connected to the C and D ports of the battery heat exchanger, respectively. The E and F ports of the multi-way valve are connected to the E and F ports of the cockpit air conditioning heat exchanger, respectively. The thermal management mechanism of the diesel-electric hybrid system based on thermal and cold storage also includes a refrigeration circuit. The refrigeration circuit includes an exhaust heat exchanger, which is connected to a thermoacoustic engine via a pump. The thermoacoustic engine is connected to a thermoacoustic refrigerator, which is connected to a cold pool. The G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the battery heat exchanger, and the G and H interfaces of the cold pool are respectively connected to the G and H interfaces of the cockpit air conditioning heat exchanger.

2. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The B port of the engine heat exchanger is connected to the engine heat exchanger via a pump.

3. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The D-port of the battery heat exchanger is connected to the battery heat exchanger via a pump.

4. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The F-port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump.

5. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The H port of the battery heat exchanger is connected to the battery heat exchanger via a pump.

6. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The H-port of the cockpit air conditioning heat exchanger is connected to the cockpit air conditioning heat exchanger via a pump.

7. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The heat exchange between the hot pool and the constant temperature pool is controlled by a controller.

8. The thermal management mechanism for a diesel-electric hybrid system based on thermal and cold storage as described in claim 1, characterized in that: The temperature of the constant temperature bath is controlled by a controller within a set range, with 100°C as the center.

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