Comprehensive system for improving operation efficiency by using waste heat of exhaust gas and waste gas of internal combustion engine and working method of comprehensive system

Abstract

The invention belongs to the technical field of internal combustion engine application, and particularly relates to a comprehensive system for improving operation efficiency by using waste heat of exhaust gas and waste gas of an internal combustion engine, which comprises a gas inlet pipeline, a CVT (continuously variable transmission) stepless adjustable mechanical supercharger, a gas inlet refrigeration module, an engine, a waste gas absorption refrigeration module, an auxiliary power generation module and a gas outlet pipeline which are communicated in sequence, the engine is provided with a fourth pipeline for exhausting waste gas, waste heat of the waste gas in the fourth pipeline is used for providing energy drive for the waste gas absorption refrigeration module, and the waste gas absorption refrigeration module comprises a second pipeline, a third pipeline and a steam generator internally provided with a binary solution. The second pipeline is configured to convey gas formed by a refrigerant, an outlet of the second pipeline is sequentially connected with a condenser, an expansion valve and an evaporator and then flows to the absorber, the third pipeline is configured to convey an absorbent, and an outlet of the third pipeline is connected with a throttling valve and then flows to the absorber; and the absorber conveys the re-mixed liquid in the absorber to the steam generator through a circulating pump.

Description

Technical Field

[0001] This application belongs to the technical field of internal combustion engine applications, specifically relating to a comprehensive system and its working method for improving operational efficiency by utilizing the waste heat of internal combustion engine exhaust and waste gas. Background Technology

[0002] In today's era of rapid economic development and significantly improved living standards, vehicles such as cars and motorcycles have transformed from luxuries into essential partners for daily travel. While pursuing efficient travel, people's demands for driving and riding experiences have also risen, with comfort becoming a key indicator of vehicle quality. Furthermore, in the transportation industry, ships and large long-haul refrigerated transport vehicles require substantial energy to maintain operations and supply the living needs of drivers. Among these, the air conditioning system, as the core equipment for regulating temperature, humidity, and air quality, directly impacts the comfort of passengers, and its importance is self-evident. Most existing transportation vehicles employ compressor refrigeration technology. The compressor compresses refrigerant into a high-temperature, high-pressure gas, which then dissipates heat through a condenser, reduces pressure through an expansion valve, and finally absorbs heat from the vehicle's interior in the evaporator to achieve a cooling effect. This process, seemingly simple, presents a significant energy consumption problem. Since the compressor's energy comes from the internal combustion engine, it consumes a large amount of fuel during operation, thus increasing energy consumption.

[0003] When automobiles, motorcycles, ships, and industrial machinery operate using internal combustion engines as power sources, they continuously discharge extremely hot exhaust gases from their exhaust pipes. Generally, the exhaust gas temperature of an automobile's internal combustion engine can reach 400-600℃, and under some special operating conditions, such as when a gasoline engine is running at full load, the exhaust gas temperature can even soar to 800-900℃. Such high-temperature exhaust gases carry a large amount of heat energy. While the design of transportation vehicles is quite mature and has effectively improved the efficiency of internal combustion engine vehicles, current designs still lack effective auxiliary utilization of exhaust gases and their waste heat. Therefore, a solution to this problem is urgently needed. Summary of the Invention

[0004] One of the purposes of this application is to provide a comprehensive system that utilizes the waste heat from the exhaust and waste gas of an internal combustion engine to improve operational efficiency, in order to address the shortcomings of the existing technology. In practical applications, this application can effectively improve operational efficiency by combining various auxiliary means generated by utilizing the exhaust and waste heat of the exhaust gas with adjustments to some structural components.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] A comprehensive system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas includes an intake pipe, a CVT continuously variable supercharger, an intake cooling module, an engine, an auxiliary power generation module, and an exhaust pipe connected in sequence. The engine has a fourth exhaust pipe, and the waste heat from the exhaust gas in the fourth pipe is used to provide energy to the exhaust gas absorption cooling module to drive the intake cooling module. The intake cooling module includes an intercooler connected to the CVT continuously variable supercharger and a vortex cooling tube array connected to the intercooler. A CVT is provided between the engine and the CVT continuously variable supercharger. The continuously variable transmission module includes a waste gas absorption and refrigeration module comprising a steam generator with a built-in binary solution and a second and a third pipe connected to the steam generator. The binary solution is configured as a mixture of refrigerant and absorbent. The second pipe is configured to transport the gas formed by the refrigerant, and its outlet is sequentially connected to a condenser, an expansion valve, and an evaporator before flowing to the absorber. The third pipe is configured to transport the absorbent, and its outlet is connected to a throttle valve before flowing to the absorber. The absorber uses a circulating pump to return its built-in remixed liquid to the steam generator.

[0007] As an improvement to the integrated system described in this application that utilizes the waste heat of internal combustion engine exhaust and waste gas to improve operational efficiency, the vortex cooling tube array includes multiple vortex tubes. Each vortex tube includes a tube body, a vortex chamber located within the tube body, and a temperature control valve connected to the tube body. The vortex chamber has a gas inlet, and the tube body has a cold air output end away from the temperature control valve.

[0008] As an improvement to the integrated system described in this application that utilizes the waste heat of internal combustion engine exhaust and waste gas to improve operational efficiency, the CVT continuously variable transmission module includes a drive wheel, a driven wheel, and the fourth pipe. The engine is connected to part of the cold air output end through a fifth pipe. The drive wheel is located at the engine output end, and the driven wheel is connected to the drive wheel via a transmission belt. The driven wheel is located on the CVT continuously variable supercharger. The fourth pipe is configured to discharge the engine's exhaust gas and connect to the auxiliary power generation module.

[0009] As an improvement to the integrated system described in this application that utilizes the waste heat of internal combustion engine exhaust and waste gas to improve operational efficiency, the auxiliary power generation module includes a permanent magnet generator and a power generation turbine located at the power generation end of the permanent magnet generator. The power generation turbine is located at the exhaust gas emission end of the fourth pipe and in the middle of the exhaust pipe.

[0010] As an improvement to the integrated system described in this application that utilizes the waste heat of internal combustion engine exhaust and waste gas to improve operational efficiency, the cold air output end of part of the vortex tube is configured to correspond with the permanent magnet generator for heat dissipation of the permanent magnet generator.

[0011] As an improvement to the integrated system described in this application that utilizes the waste heat of internal combustion engine exhaust and waste gas to improve operational efficiency, a filter element is provided at the input end of the intake pipe.

[0012] The second objective of this application is to provide a method for operating a comprehensive system as described above that utilizes the waste heat from internal combustion engine exhaust and waste gas to improve operational efficiency, comprising the following steps:

[0013] Step 1: Air enters the CVT continuously variable mechanical supercharger through the intake pipe. After the CVT continuously variable mechanical supercharger pressurizes and compresses the air, it undergoes a first cooling process through the intercooler and a second cooling process through the vortex cooling tube array.

[0014] Step 2: Part of the cooled gas from Step 1 is sent to the engine for its operation, and the other part is sent to the auxiliary power generation module for its cooling.

[0015] Step 3: The exhaust gas produced by the engine is used for cooling in the exhaust gas absorption and refrigeration module;

[0016] Step 4: The waste gas from Step 3 is discharged through the exhaust pipe.

[0017] As an improvement to the working method of the integrated system for improving operational efficiency by utilizing the waste heat of internal combustion engine exhaust and waste gas as described in this application, the working method of the waste gas absorption and cooling module in step three includes the following steps:

[0018] Step 5: After the steam generator operates, it separates the binary solution inside into high-pressure gas formed by the refrigerant and liquid absorbent.

[0019] Step Six: The high-pressure gas mentioned in Step Five enters the condenser through the second pipe and is condensed into liquid. The liquid refrigerant enters the evaporator after being throttled by the throttling valve. The liquid refrigerant absorbs heat from the external items to be cooled and vaporizes into gaseous refrigerant.

[0020] Step 7: After the gaseous refrigerant and the liquid absorbent are mixed in the absorber, the above steps are repeated after passing through the circulation pump.

[0021] The beneficial effects of this application are as follows: This application is applicable to automobiles (such as fuel-powered, range-extended, or hybrid vehicles), motorcycles (such as fuel-powered, range-extended, or hybrid motorcycles), ships, large long-distance refrigerated trucks, or other means of transportation and engineering machinery that use internal combustion engines. In actual use, air enters the intake pipe, is pressurized by the CVT continuously variable supercharger, and then undergoes primary cooling by the intercooler and secondary cooling by the vortex refrigeration tube array before entering the engine. The heat energy of the exhaust gas from the engine provides kinetic energy to the steam generator. The operation of the steam generator heats the binary solution, in which a large amount of refrigerant vaporizes into high-pressure steam and separates from the absorbent. This steam enters the condenser and is condensed into liquid. The liquid refrigerant enters the evaporator, where it vaporizes under low pressure and low temperature conditions, absorbing heat from the object being cooled to produce low temperature. The resulting low-pressure refrigerant vapor and the liquid absorbent from the steam generator flow into the absorber, where they are cooled. The absorbent absorbs the refrigerant vapor to reform the binary solution, which is then pumped back to the steam generator for heating and circulation. The exhaust gas from the engine absorbs heat in the steam generator and then enters the auxiliary power generation module to generate electricity before being discharged through the exhaust pipe. The CVT continuously variable transmission module in this application is configured as a CVT continuously variable transmission to eliminate the boost lag problem. This application, through the aforementioned utilization of exhaust gas and waste heat, along with adjustments to certain structural components, can more effectively save power and energy consumption, reduce power loss, and enhance the required electrical energy output, thereby increasing the charging capacity of the power battery in range-extended and hybrid vehicles, achieving the technical objective of effectively improving operational efficiency. Simultaneously, by operating without a compressor for refrigeration, it can significantly reduce engine and fuel losses during idling, starting, or heavy-load forced acceleration when the engine can only output low power at low speeds, thus effectively saving energy and reducing emissions. Attached Figure Description

[0022] The features, advantages, and technical effects of exemplary embodiments of this application will now be described with reference to the accompanying drawings.

[0023] Figure 1 This is a schematic diagram of the structure at high speed according to Embodiment 1 of this application.

[0024] Figure 2 This is a schematic diagram of the structure at low speed according to Embodiment 1 of this application.

[0025] Figure 3 This is a schematic diagram of the vortex tube in Embodiment 1 of this application.

[0026] The reference numerals in the attached figures are explained as follows:

[0027] 1. Intake pipe; 11. Filter element;

[0028] 2. Inlet cooling module; 22. First pipe; 23. Intercooler; 24. Vortex cooling tube array; 241. Vortex tube; 242. Vortex chamber; 243. Cold air output end; 244. Tube body; 245. Thermostatic valve; 246. Gas inlet;

[0029] 3. CVT continuously variable transmission module; 32. Drive pulley; 33. Driven pulley; 34. Fourth pipe; 35. Fifth pipe; 36. Drive belt;

[0030] 4. Exhaust gas absorption and refrigeration module; 41. Steam generator; 42. Second pipeline; 43. Third pipeline; 44. Condenser; 45. Expansion valve; 46. Evaporator; 47. Absorber; 48. Throttling valve; 49. Circulation pump;

[0031] 5. Auxiliary power generation module; 51. Permanent magnet generator; 52. Generating turbine;

[0032] 6. Air outlet pipe;

[0033] 7. Engine;

[0034] 8. CVT continuously variable mechanical supercharger. Detailed Implementation

[0035] If certain terms are used in the specification and claims to refer to specific components, those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. This specification and claims do not distinguish components based on differences in name, but rather on differences in function. The term "comprising" throughout the specification and claims is an open-ended term and should be interpreted as "including but not limited to." "Approximately" means that within an acceptable margin of error, those skilled in the art can solve the technical problem and substantially achieve the technical effect within a certain margin of error. Furthermore, terms such as "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0037] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0038] The following is in conjunction with the appendix Figures 1-3 The present application will be further described in detail with reference to specific embodiments, but this is not intended to limit the scope of the application. The arrows in the figures indicate the direction of gas or liquid flow and do not represent actual structures.

[0039] Implementation Method 1

[0040] The following is in conjunction with the appendix Figures 1-3 Description of Implementation Method 1

[0041] A comprehensive system for improving operational efficiency by utilizing the waste heat from exhaust gases of an internal combustion engine includes an intake duct 1, a CVT continuously variable supercharger 8, an intake cooling module 2, an engine 7, an auxiliary power generation module 5, and an exhaust duct 6, connected in sequence. The engine 7 has a fourth exhaust duct 34, where the waste heat from the exhaust gases is used to power the exhaust cooling module 4. In practical applications, this system is used in automobiles, motorcycles, ships, large long-distance refrigerated trucks, or other vehicles and construction machinery that employ internal combustion engines. Air enters the intake duct 1, is pressurized by the CVT continuously variable supercharger 8, and then enters the intake cooling module 2 for secondary cooling. The exhaust gas enters engine 7, and the exhaust heat of the exhaust gas in the fourth pipe 34 provides energy for exhaust gas absorption and cooling module 4. Exhaust gas absorption and cooling module 4 can cool external parts to be cooled (used in fuel delivery pipelines for cooling) or the environment (used in ship engine rooms, engine rooms of large fuel generators, boiler rooms, etc.). Specifically, it can be applied to equipment such as car air conditioners, car refrigerators, cold storage in cold chain transport vehicles, and cold storage in fishing boats. At the same time, the binary solution used in exhaust gas absorption and cooling module 4 can be recycled. The exhaust gas that absorbs heat through exhaust gas absorption and cooling module 4 enters auxiliary power generation module 5 to generate electricity and is then discharged through exhaust pipe 6.

[0042] This embodiment, through the combined use of various auxiliary means that utilize exhaust gas and waste heat, and adjustments to some structural components, can more effectively save power and energy consumption, reduce power loss, and enhance the required electrical energy output, thereby achieving the technical objective of effectively improving operational efficiency. At the same time, this embodiment does not use a compressor-based refrigeration structure and operating method, which can significantly reduce the engine and fuel losses caused by the engine's low power output at low speeds during idling, starting, or heavy-load forced acceleration, thus effectively saving energy and reducing emissions.

[0043] Specifically, the intake pipe 1 is equipped with a filter element 11 at its input end, which filters the air to prevent impurities or foreign objects from clogging the integrated system and ensure the normal operation of the integrated system.

[0044] Specifically, the intake cooling module 2 includes an intercooler 23 connected to the CVT continuously variable supercharger 8 and a vortex cooling tube array 24 connected to the intercooler 23. In actual use, although the pressure of the gas after being pressurized by the CVT continuously variable supercharger 8 increases, the temperature also increases accordingly. After the first cooling by the intercooler 23 and the second cooling by the vortex cooling tube array 24, compared with the structure that only uses one cooling, the two-stage cooling method can cool more thoroughly and achieve a better cooling effect.

[0045] Specifically, the vortex cooling tube array 24 includes multiple arrayed vortex tubes 241. Each vortex tube 241 includes a tube body 244, a vortex chamber 242 located within the tube body 244, and a temperature control valve 245 connected to the tube body 244. The vortex chamber 242 has a gas inlet 246, and the tube body 244 has a cold air output end 243 at the end away from the temperature control valve 245. When the vortex tube 241 is in use, gas enters the vortex chamber 242 through the gas inlet 246 to form a free vortex. The central low-temperature airflow is discharged through the cold air output end 243, and the outer high-temperature airflow is discharged through the temperature control valve 245. The outlet gas temperature can be controlled by adjusting the temperature control valve 245. Depending on the provided pressure, the cold air temperature generated by the device can reach as low as -50°C or even lower. Its structure is simple and has no moving parts, making it easy to use and with low maintenance costs.

[0046] Specifically, a CVT continuously variable transmission module 3 is provided between the engine 7 and the CVT continuously variable supercharger 8. The CVT continuously variable transmission module 3 includes a drive wheel 32, a driven wheel 33 and a fourth pipe 34. The engine 7 is connected to a portion of the cold air output end 243 through a fifth pipe 35. The drive wheel 32 is located at the output end of the engine 7 and the driven wheel 33 is connected to the drive wheel 32 through a transmission belt 36. The driven wheel 33 is located in the supercharger 8. The fourth pipe 34 is configured to discharge the exhaust gas of the engine 7 and is connected to the exhaust gas absorption and cooling module 4.

[0047] In this embodiment, the transmission belt 36 is configured as a belt structure. In actual use, both the driven pulley 33 and the driving pulley 32 are configured as conical disc structures, which can be separated or combined according to the gear shift of their speed, thereby changing their transmission ratio. This can improve the boost efficiency of the engine 7 at low speeds and reduce the load on the turbocharger driven by the engine 7 at high speeds, so as to better meet the driving needs of the vehicle and eliminate the boost lag problem. It is understood that the CVT continuously variable transmission module 3 of the CVT continuously variable transmission structure is controlled by centrifugal force, and in some technical solutions, electronic control can also be used.

[0048] Specifically, the exhaust gas absorption and refrigeration module 4 includes a steam generator 41 with a built-in binary solution, and a second pipe 42 and a third pipe 43 connected to the steam generator 41 respectively. The binary solution is configured as a mixture of refrigerant and absorbent. The second pipe 42 is configured to transport the gas formed by the refrigerant, and its outlet is connected in sequence to a condenser 44, an expansion valve 45, and an evaporator 46 before flowing to the absorber 47. The third pipe 43 is configured to transport the absorbent, and its outlet is connected to a throttle valve 48 before flowing to the absorber 47. The absorber 47 uses a circulation pump 49 to transport the remixed liquid inside it back to the steam generator 41.

[0049] In actual operation, the exhaust gas discharged from engine 7 provides heat energy for steam generator 41. The operation of steam generator 41 heats the binary solution, in which a large amount of refrigerant vaporizes into high-pressure steam and separates from the absorbent. This steam enters condenser 44 and is condensed into liquid. The liquid refrigerant expands through expansion valve 45 and enters evaporator 46. Under low pressure and low temperature conditions, it vaporizes and absorbs heat from the object being cooled to produce low temperature. The low-pressure refrigerant vapor formed together with the liquid absorbent from steam generator through throttling valve 48 flows into absorber 47, where it is cooled. The absorbent absorbs the refrigerant vapor to reform the binary solution, which is then sent to steam generator 41 by circulation pump 49 for heating and circulation.

[0050] Specifically, the auxiliary power generation module 5 includes a permanent magnet generator 51 and a power generation turbine 52 located at the power generation end of the permanent magnet generator 51. The power generation turbine 52 is located between the fourth pipe 32 and the exhaust pipe 6, that is, it uses the exhaust gas discharged from the engine 7 to generate electricity, further improving the power output of the auxiliary power generation and preventing the power generation efficiency from decreasing due to excessive temperature. In practical applications, the permanent magnet generator 51 is in a working state of full-time and full-speed operation, minimizing the use of the original generator, reducing power loss, and avoiding burdening the operation of the engine 7.

[0051] It is understandable that the above-mentioned auxiliary power generation method of increasing power generation by utilizing engine exhaust gas can be directly applied to existing turbocharged vehicles, where a permanent magnet generator 51 can be connected after the intake turbine for auxiliary power generation.

[0052] In this embodiment, the exhaust gas in the fourth pipe 32 is cooled down after providing heat to the steam generator 41, which can ensure the operation of the permanent magnet generator 51. In some technical solutions, the cold air output end 243 of part of the eddy tube 241 is injected into the interior of the permanent magnet generator 51 to dissipate heat from the permanent magnet, or part of the eddy tube 241 is integrated with the permanent magnet generator to facilitate its cooling effect, or the permanent magnet generator 51 is equipped with a fan to further ensure its temperature stability.

[0053] Implementation Method 2

[0054] A method for operating a comprehensive system, as described in Embodiment 1, that utilizes waste heat from internal combustion engine exhaust and waste gases to improve operational efficiency includes the following steps:

[0055] Step 1: Air enters the intake cooling module 2 through the intake pipe 1. Its CVT continuously variable mechanical supercharger 8 pressurizes and compresses the air, and then it undergoes the first cooling through the intercooler 23, and then the second cooling through the vortex cooling tube array 24.

[0056] Step 2: Part of the cooled gas from Step 1 is sent to generator 7 for its operation, and the other part is sent to auxiliary power generation module 5 for its heat dissipation.

[0057] Step 3: The exhaust gas generated by generator 7 is transported to exhaust gas absorption and refrigeration module 4 for operation, and then transported to auxiliary power generation module 5 for power generation.

[0058] Step 4: The waste gas from Step 3 is discharged through the exhaust pipe 6.

[0059] The working method of the waste gas absorption and cooling module 4 in step three includes the following steps:

[0060] Step 5: After the steam generator 41 operates, it separates the binary solution inside into high-pressure gas formed by the refrigerant and liquid absorbent.

[0061] Step 6: The high-pressure gas in Step 5 enters the condenser 44 through the second pipe 42 and is condensed into liquid. The liquid refrigerant enters the evaporator 46 after being throttled by the expansion valve 48. The liquid refrigerant absorbs heat from the external items to be cooled and vaporizes into gaseous refrigerant.

[0062] Step 7: After the gaseous refrigerant and liquid absorbent are mixed in the absorber 47, the above steps are repeated after passing through the circulation pump 49.

[0063] The structure of the operating system is the same as that of Implementation Method 1, and will not be described again here.

[0064] Furthermore, any content not described in detail in this specification is existing technology known to those skilled in the art.

[0065] It should be noted that the applicant has another patent for a low-carbon, low-energy-consumption air conditioning system that uses a solar collector to replace a compressor (application number: CN202211142975.9), which is an invention of the same concept as this embodiment and can be used for reference. It includes a housing and a Fresnel lens. The planar threaded Fresnel lens model requires a solar tracking system to operate and achieve maximum efficiency. If an arc-shaped linear Fresnel lens model is used, with a curved surface of about 180 degrees for focusing and collecting heat, an active solar tracking system can be eliminated by adjusting the pitch angle. However, to achieve the same efficiency as the planar threaded Fresnel lens model, the size will be relatively larger. Furthermore, a common rail multi-point nozzle is used to inject refrigerant into the heat pipe. After the refrigerant is pumped into the heat pipe, it expands and pressurizes due to the high temperature before being output through a one-way valve. This solar thermal system utilizes the heating and pressurizing principle of the solar thermal system and adds a jet feeding system. This system replaces the compressor of a traditional air conditioner, thereby significantly reducing the energy consumption of air conditioning operation and making air conditioning no longer a burden for energy conservation and carbon reduction.

[0066] Based on the disclosure and teachings of the foregoing specification, those skilled in the art can make changes and modifications to the above embodiments. Therefore, this application is not limited to the specific embodiments described above, and any obvious improvements, substitutions, or modifications made by those skilled in the art based on this application are within the scope of protection of this application. Furthermore, although some specific terms are used in this specification, these terms are only for convenience of explanation and do not constitute any limitation on this application.

Claims

1. A comprehensive system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gases, characterized in that, The system includes an intake pipe (1), a CVT continuously variable supercharger (8), an intake cooling module (2), an engine (7), an auxiliary power generation module (5), and an exhaust pipe (6) connected in sequence. The engine (7) has a fourth exhaust pipe (34) for discharging exhaust gas. The waste heat of the exhaust gas in the fourth pipe (34) is used to provide energy for the exhaust gas absorption cooling module (4). The intake cooling module (2) includes an intercooler (23) connected to the CVT continuously variable supercharger (8) and a vortex cooling tube array (24) connected to the intercooler (23). A CVT continuously variable transmission module (3) is provided between the engine (31) and the CVT continuously variable supercharger (8). The exhaust gas absorption module (6) is connected to the CVT continuously variable supercharger (8). The refrigeration module (4) includes a steam generator (41) with a built-in binary solution and a second pipe (42) and a third pipe (43) connected to the steam generator (41) respectively. The binary solution is configured as a mixture of refrigerant and absorbent. The second pipe (42) is configured to transport the gas formed by the refrigerant and its outlet is connected in sequence to a condenser (44), an expansion valve (45), and an evaporator (46) before flowing to an absorber (47). The third pipe (43) is configured to transport the absorbent and its outlet is connected to a throttle valve (48) before flowing to the absorber (47). The absorber (47) uses a circulation pump (49) to transport the remixed liquid inside it back to the steam generator (41).

2. The integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 1, characterized in that, The vortex cooling tube array (24) includes multiple vortex tubes (241). Each vortex tube (241) includes a tube body (244), a vortex chamber (242) located inside the tube body (244), and a temperature control valve (245) connected to the tube body (244). The vortex chamber (242) has a gas inlet (246), and the tube body (244) has a cold air output end (243) at the end away from the temperature control valve (245).

3. The integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 2, characterized in that, The CVT continuously variable transmission module (3) includes a drive wheel (32), a driven wheel (33) and the fourth pipe (34). The engine (7) is connected to part of the cold air output end (243) through the fifth pipe (35). The drive wheel (32) is located at the output end of the engine (7) and the driven wheel (33) is connected to the drive wheel (32) through the transmission belt (36). The driven wheel (33) is located in the CVT continuously variable mechanical supercharger (8). The fourth pipe (34) is configured to discharge the exhaust gas of the engine (7) and is connected to the auxiliary power generation module (5).

4. The integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 1, characterized in that, The auxiliary power generation module (5) includes a permanent magnet generator (51) and a power generation turbine (52) located at the power generation end of the permanent magnet generator (51). The power generation turbine (52) is located at the exhaust end of the fourth pipe (34) and in the middle of the exhaust pipe (6).

5. The integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 4, characterized in that, The cold air output end (243) of part of the eddy tube (241) is correspondingly set with the permanent magnet generator (51) for cooling and heat dissipation of the permanent magnet generator (51).

6. The integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 1, characterized in that, A filter element (11) is provided at the input end of the air intake pipe (1).

7. A method of operating a comprehensive system for improving operational efficiency using waste heat from internal combustion engine exhaust and waste gas as described in any one of claims 1-6, characterized in that, Includes the following steps: Step 1: Air enters the CVT continuously variable mechanical supercharger (8) through the intake pipe (1). The CVT continuously variable mechanical supercharger (8) pressurizes and compresses the air, and then cools it for the first time through the intercooler (23), and then cools it for the second time through the vortex cooling tube array (24). Step 2: Part of the cooled gas from Step 1 is sent to the engine (7) for operation, and the other part is sent to the auxiliary power generation module (5) for cooling. Step 3: The exhaust gas generated by the engine (7) is used to cool the exhaust gas absorption and cooling module (4) and then sent to the auxiliary power generation module (5) to generate electricity; Step 4: The waste gas from Step 3 is discharged through the exhaust pipe (6).

8. The working method of the integrated system for improving operational efficiency by utilizing waste heat from internal combustion engine exhaust and waste gas as described in claim 7, characterized in that, The working method of the waste gas absorption and refrigeration module (4) in step three includes the following steps: Step 5: After the steam generator (41) operates, it separates the binary solution inside into high-pressure gas formed by refrigerant and liquid absorbent. Step 6: The high-pressure gas in Step 5 enters the condenser (44) through the second pipe (42) and is condensed into liquid. The liquid refrigerant enters the evaporator (46) after being throttled by the throttle valve (48). The liquid refrigerant absorbs the heat of the external items to be refrigerated and vaporizes into gaseous refrigerant. Step 7: After the gaseous refrigerant and the liquid absorbent are mixed in the absorber (47), the above steps are repeated after passing through the circulation pump (49).

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