Vehicle integrated heat recovery system and hybrid truck

Abstract

The present application relates to a kind of vehicle integrated heat recovery system and hybrid truck, belong to vehicle waste heat utilization technical field.The system includes the backflow preheater of working medium in turn, first heat exchanger, second heat exchanger, third heat exchanger and expansion generator, and the working medium of expansion generator outlet is as backflow preheater heat source to realize internal regenerative heating;Generator waste heat and driving motor waste heat are in parallel to supply first heat exchanger, engine coolant waste heat supplies second heat exchanger, and engine exhaust waste heat supplies third heat exchanger, to realize multi-grade heat source cascade utilization.The present application also protects the hybrid truck of installing the system, switches between pure electric mode and range extending mode according to battery SOC value, and heat recovery system is automatically activated under range extending mode.The present application is coupled with whole vehicle condition by multi-heat source cascade utilization, significantly improves waste heat recovery efficiency, reduces fuel consumption and emission, with compact structure, engineering easy to realize advantage.

Description

Technical Field

[0001] This invention applies the principle of industrial waste heat recovery to hybrid-powered trucks, belonging to the field of new energy vehicle energy management, and specifically relates to an on-board integrated waste heat recovery system and a hybrid-powered truck using the system. Background Technology

[0002] The power system of a range-extended hybrid electric truck includes not only a drive system primarily composed of batteries, motors, and electronic controls, but also a range-extending system primarily composed of an engine, generator, and controller. Its core characteristic is that the engine only generates electricity and does not directly drive the wheels; all power is provided by the electric motor. Range-extended hybrid electric trucks offer superior economy, power, and reliability, while also solving the problem of short driving range inherent in pure electric trucks, making them promising for medium- and long-distance transportation and operations under complex conditions.

[0003] Range-extended hybrid electric vehicles (REEVs) feature a multi-heat-source and multi-temperature-zone energy utilization system, resulting in a more complex energy network and thermal load compared to traditional gasoline vehicles and pure electric vehicles. The engines of hybrid trucks emit large amounts of exhaust gas at 100°C to 200°C, and the engine cooling system also contains significant heat. This heat is difficult to utilize in traditional energy vehicles, but the hybrid vehicle's battery acts as a large energy storage device, creating conditions for utilizing engine waste heat. In addition to utilizing engine waste heat, waste heat from the power system and range extender system can also be used simultaneously. Through a heat recovery system, this waste heat can be converted into electrical energy to drive the vehicle. Improving the level and integration of waste heat recovery technology is a crucial way to address the pain points of efficiency, cost, weight, and layout space in hybrid trucks.

[0004] An application titled "An Integrated Central Thermal Management System for Hybrid Electric Vehicles" (application number 202210629170.0) discloses an integrated central thermal management system for hybrid electric vehicles, comprising an internal combustion engine, a flue gas heat exchanger, an expander, a compressor, a cylinder liner water heat exchanger, a turbocharged air heat exchanger, an EGR (exhaust gas recirculation) heat exchanger, a condenser, a storage tank, a cooler, an electrical radiator, an in-vehicle evaporator, an in-vehicle radiator, a battery cooling evaporator, a resistance heater (PTC), an electrical cooling branch pump, a battery cooling branch pump, a battery radiator, and a circulation pump, all interconnected. Through efficient coupling of the internal combustion engine thermal management system, it promotes complementary and synergistic effects among the various subsystems, including the battery thermal management subsystem, the in-vehicle air conditioning thermal management subsystem, the electrical thermal management subsystem, and the internal combustion engine thermal management subsystem. This waste heat recovery system integrates low-grade heat energy components such as electrical systems and battery systems (cooling outlet temperature up to 40°C), and its structure is too complex. It does not integrate high-grade heat energy components such as range extender generators and drive motors (cooling outlet temperature 85°C), resulting in low efficiency. Summary of the Invention

[0005] This invention addresses the shortcomings of existing technologies by providing an on-board integrated heat recovery system and a hybrid truck, which fully utilizes the waste heat from engine exhaust, engine cooling system, drive motor and range extender to improve the overall vehicle energy recovery efficiency, reduce system space occupation, reduce weight and save costs.

[0006] This invention is achieved through the following technical solution: an on-board integrated heat recovery system, comprising a reflux preheater, a first heat exchanger, a second heat exchanger, a third heat exchanger, and an expansion generator through which the working fluid passes in sequence. The working fluid passing through the expansion generator serves as the heat source for the reflux preheater for heat exchange. The heat from the parallel generator waste heat supply circuit and the drive motor waste heat supply circuit serves as the heat source for the first heat exchanger. The heat from the engine coolant waste heat supply circuit serves as the heat source for the second heat exchanger. The heat from the engine exhaust waste heat supply branch serves as the heat source for the third heat exchanger.

[0007] When this preferred solution is used, by setting up a reflux preheater, three heat exchangers and an expansion generator, the working fluid absorbs heat and rises in stages through multiple heat exchangers in sequence, realizing the cascade utilization of generator waste heat, drive motor waste heat, engine coolant waste heat and engine exhaust waste heat, and fully recovering waste heat energy of different grades and sources during vehicle operation. The working fluid of the expander generator is used as the heat source of the reflux preheater, realizing the heat recovery and utilization of the working fluid itself, improving the thermal efficiency of the system, and avoiding energy loss caused by the direct discharge of high-grade heat energy. By connecting the generator waste heat supply circuit and the drive motor waste heat supply circuit in parallel and using them together as the heat source of the first heat exchanger, the system structure becomes compact, the number of heat exchangers is reduced, the system size and weight are reduced, and it is beneficial for vehicle installation. By classifying and matching heat sources of different temperature grades—the waste heat from the low-temperature motor is supplied to the first heat exchanger (preheating section), the engine coolant at a medium temperature is supplied to the second heat exchanger (heating section), and the engine exhaust at a high temperature is supplied to the third heat exchanger (superheating section)—optimal matching of the heat source and working fluid temperature rise process is achieved, maximizing waste heat recovery efficiency.

[0008] Preferably, the waste heat recovery power generation circuit includes a condenser, a liquid storage tank, an initial pump, and the reflux preheater connected in sequence. The initial pump pumps the initial fluid that needs to be heated into the reflux preheater. The refluxed working fluid, as a heat source, enters the reflux preheater and then enters the condenser for cooling.

[0009] In this preferred embodiment, a closed loop consisting of a condenser, a liquid receiver, an initial pump, and a reflux preheater is established, allowing the working fluid to circulate and be repeatedly utilized within the system, thus achieving a stable and continuous conversion of waste heat into electrical energy. The liquid receiver ensures the stability of the working fluid supply, the initial pump provides power for the working fluid circulation, and the condenser ensures that the expanded working fluid is sufficiently cooled before entering the next cycle, guaranteeing the continuous operation of the system.

[0010] Preferably, the engine exhaust waste heat supply branch includes an engine, an exhaust pipe connected to the engine exhaust port, and a third heating pipe connected in parallel with the exhaust pipe. The other end of the third heating pipe is connected to the heat source inlet of the third heat exchanger. The third heating pipe and the exhaust pipe are respectively equipped with a second electrically controlled switch valve and a third electrically controlled switch valve.

[0011] In this preferred design, a third heating pipe connected in parallel with the exhaust pipe is installed, along with a second and a third electrically controlled switching valve on both the third heating pipe and the exhaust pipe. This allows for flexible control of the engine's exhaust waste heat supply. When exhaust waste heat is needed, the second electrically controlled switching valve is opened and the third electrically controlled switching valve is closed, allowing exhaust gas to enter the third heat exchanger via the third heating pipe. Conversely, when exhaust waste heat recovery is not required, the valves are opened and closed. This parallel bypass design ensures controllability of waste heat recovery without affecting the engine's normal exhaust operation.

[0012] Preferably, the engine coolant waste heat supply circuit includes a second radiator through which the coolant passes in sequence, a first water pump, an engine, and a second heat exchanger. The coolant that has undergone heat exchange in the second heat exchanger enters the second radiator for heat dissipation. The second radiator is also connected to a second expansion tank.

[0013] In this preferred embodiment, by setting up a circulation loop for cooling water that sequentially passes through the second radiator, the first water pump, the engine, and the second heat exchanger, the heat carried by the engine coolant is used as the heat source for the second heat exchanger, thus achieving effective recovery of waste heat from the engine coolant. The second radiator and the second expansion tank provide cooling and expansion buffering functions for the coolant, ensuring the normal operation of the cooling system.

[0014] Preferably, the engine's drain outlet is connected in parallel with a first water pipe and a second water pipe, the second water pipe is connected to the second heat exchanger, the first water pipe is connected to the inlet of the first water pump, and the first water pipe and the second water pipe are respectively equipped with a first electrically controlled flow valve and a first electrically controlled flow valve.

[0015] In use, this preferred solution achieves precise control of the coolant flow direction by connecting the first water pipe and the second water pipe in parallel at the engine drain port and setting the first and second electrically controlled flow valves respectively. The flow rate of coolant entering the second heat exchanger for waste heat recovery and the flow rate of coolant directly returning to the first water pump can be adjusted as needed, thereby optimizing the adjustment of waste heat recovery while ensuring normal engine cooling.

[0016] Preferably, the generator waste heat supply circuit includes a first radiator, a second water pump, a generator controller, a generator, a first electrically controlled switch valve, and a first heat exchanger connected in sequence. The first radiator is also connected to a first water tank. The waste heat supply circuit of the drive motor includes the first radiator, the third water pump, the drive controller, the drive motor, and the first heat exchanger connected in sequence.

[0017] In this preferred embodiment, the generator waste heat supply circuit and the drive motor waste heat supply circuit transfer heat to the first heat exchanger through their respective circulation paths. The two circuits share the first radiator and the first water tank, simplifying the system structure and reducing costs. The first electrically controlled switch valve allows the generator waste heat supply circuit to be opened or closed as needed, improving the flexibility of system control.

[0018] Preferably, a temperature sensor is installed at the drain outlet of the engine, and the controller controls the opening and closing of the second electronically controlled flow valve and the first electronically controlled flow valve based on the signal from the temperature and pressure sensor.

[0019] In use, this preferred solution achieves automatic control of coolant temperature and waste heat recovery by installing a temperature sensor at the engine drain outlet and controlling the opening and closing of the electronically controlled flow valve based on the temperature signal, thus ensuring the system's adaptive adjustment capability under different operating conditions.

[0020] Preferably, the expansion generator is connected to the power battery via a rectifier controller.

[0021] In this preferred embodiment, the expander generator is connected to the power battery through a rectifier controller. The electrical energy converted from the recovered waste heat is rectified and stored in the power battery, thus realizing the effective storage and utilization of energy and improving the energy utilization efficiency of the whole vehicle.

[0022] The hybrid-powered truck is equipped with the aforementioned integrated on-board heat recovery system.

[0023] In this preferred embodiment, the aforementioned vehicle-mounted integrated heat recovery system is installed on a hybrid truck, enabling the truck to generate electricity from multiple heat sources by recovering waste heat. This improves the overall energy efficiency of the vehicle and reduces fuel consumption and emissions without increasing additional energy consumption.

[0024] Preferably, when the SOC (State of Charge) of the power battery is greater than or equal to the set value, the vehicle operates in pure electric mode, the engine and generator do not work, the on-board integrated heat recovery system does not work, the power battery delivers DC power to the drive controller, the DC power is converted into AC power by the drive controller and then delivered to the drive motor, the drive controller controls the torque and speed of the drive motor, for central drive models, the drive motor is connected to the transmission input shaft, the transmission output shaft transmits power to the drive axle through the transmission shaft to complete the drive of the truck; When the SOC of the power battery is less than the set value, the vehicle operates in range-extending mode. At this time, the on-board integrated heat recovery system starts to work, the engine drives the generator to generate AC power, which is converted into DC power by the generator controller and then transmitted to the drive controller. The drive controller distributes the power uniformly and controls the torque and speed of the drive motor. For central drive models, the drive motor is connected to the transmission input shaft, and the transmission output shaft transmits power to the drive axle through the transmission shaft to complete the driving of the truck.

[0025] This preferred solution automatically switches between pure electric mode and range-extended mode based on the SOC value of the power battery. In pure electric mode, the heat recovery system does not operate to avoid unnecessary energy loss. In range-extended mode, the heat recovery system automatically engages to recover waste heat, achieving optimal matching between system operation and vehicle operating conditions, and ensuring efficient operation of the vehicle in different modes. The beneficial effects of this invention are as follows: Utilizing the characteristics of hybrid-powered trucks that simultaneously possess an engine and a power battery, and drawing upon the principles of mature industrial waste heat recovery power generation systems, this invention innovatively applies them to the vehicle field. This ensures both high reliability and low cost for key components while shortening the product development cycle. Based on the existing thermal management system of hybrid-powered trucks, it fully leverages multiple high-grade waste heat sources, including engine exhaust waste heat, engine coolant waste heat, drive motor waste heat, and generator waste heat. By integrating the drive motor circuit and generator circuit in parallel, and then connecting them in series with the engine coolant circuit and engine exhaust branch, the heat recovery power generation system is placed on one side of the vehicle frame. This requires minimal modification to the original thermal management architecture, is low-cost, and easy to implement in engineering. Furthermore, the waste heat recovery power generation circuit implements multi-stage preheating from low to high according to the temperature differences of different heat sources, gradually heating the working fluid in stages to steadily increase its temperature. This maximizes the utilization of heat from various waste heat supply systems in the vehicle, significantly improving the overall waste heat collection efficiency and comprehensive energy utilization level of the vehicle. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of an on-board integrated heat recovery system.

[0027] Figure 2This is a schematic diagram of the energy flow of a vehicle equipped with an integrated heat recovery system.

[0028] Figure 3 This is a schematic diagram of an optional embodiment of vehicle energy flow equipped with an integrated heat recovery system. In the diagram: 1-Engine; 2-Third heat exchanger; 3-Expansion generator; 4-Recirculation preheater; 5-Condenser; 6-Reservoir; 7-Initial pump; 8-First heat exchanger; 9-Second heat exchanger; 10-Rectifier controller; 11-Power battery; 12-First radiator; 13-Third water pump; 14-Drive controller; 15-Drive motor; 16-Second water pump; 17-Generator controller; 18-Generator; 19-First expansion tank; 20-Second radiator; 2 1-Second expansion tank; 22-First water pump; 23-First electrically controlled switch valve; 24-First electrically controlled flow valve; 25-Second electrically controlled flow valve; 26-Second electrically controlled switch valve; 27-Third electrically controlled switch valve; 28-Temperature sensor; 29-Temperature and pressure sensor; 30-Integrated heat recovery system; 31-Engine cooling system; 32-Engine exhaust system; 33-Charging socket; 34-Transmission; 35-Drive shaft; 36-Drive axle; 37-Electric drive axle. Detailed Implementation

[0029] To clearly illustrate the technical features of this solution, the following detailed implementation method will be used to explain the solution.

[0030] This invention relates to an integrated vehicle-mounted heat recovery system and a hybrid-powered truck, such as... Figure 1 As shown, the vehicle-mounted integrated heat recovery system includes four waste heat supply branches and one waste heat recovery power generation circuit. The four waste heat supply branches are the engine exhaust waste heat supply branch, the engine coolant waste heat supply circuit, the drive motor waste heat supply circuit, and the generator waste heat supply circuit.

[0031] The waste heat recovery power generation circuit includes a condenser, a liquid storage tank, an initial pump, and the reflux preheater connected in sequence. The initial pump pumps the initial fluid that needs to be heated into the reflux preheater. The refluxed working fluid, as a heat source, enters the reflux preheater and then enters the condenser for cooling.

[0032] The vehicle-mounted integrated heat recovery system includes a reflux preheater, a first heat exchanger, a second heat exchanger, a third heat exchanger, and an expansion generator, through which the working fluid sequentially passes. The working fluid passing through the expansion generator serves as the heat source for the reflux preheater. The heat from the parallel-connected generator waste heat supply circuit and drive motor waste heat supply circuit serves as the heat source for the first heat exchanger. The heat from the engine coolant waste heat supply circuit serves as the heat source for the second heat exchanger. The heat from the engine exhaust waste heat supply branch serves as the heat source for the third heat exchanger. The expansion generator 3 converts the thermal energy into electrical energy, which is stored in the power battery 11. Temperature and pressure sensors are also installed on the pipeline between the third heat exchanger and the expansion generator.

[0033] The engine exhaust waste heat supply branch includes an engine, an exhaust pipe connected to the engine exhaust port, and a third heating pipe connected in parallel with the exhaust pipe. The other end of the third heating pipe is connected to the heat source inlet of the third heat exchanger. The third heating pipe and the exhaust pipe are respectively equipped with a second electrically controlled switch valve and a third electrically controlled switch valve.

[0034] When the engine exhaust waste heat supply branch is working, the second electronically controlled valve 26 is opened and the third electronically controlled valve 27 is closed. The high-temperature exhaust gas from the engine flows through the second electronically controlled valve 26 and the third heat exchanger 2, heating the third heat exchanger 2 before being discharged into the atmosphere. When the system is not working, the third electronically controlled valve 27 is opened and the second electronically controlled valve 26 is closed, and the engine exhaust gas is directly discharged into the atmosphere through the third electronically controlled valve 27.

[0035] The engine coolant waste heat supply circuit includes a second radiator through which the coolant passes in sequence, a first water pump, an engine, and a second heat exchanger. The coolant that has undergone heat exchange in the second heat exchanger enters the second radiator for heat dissipation. The second radiator is also connected to a second expansion tank.

[0036] The engine's drain outlet is connected in parallel to a first water pipe and a second water pipe. The second water pipe is connected to the second heat exchanger, and the first water pipe is connected to the inlet of the first water pump. The first water pipe and the second water pipe are respectively equipped with a first electrically controlled flow valve and a first electrically controlled flow valve.

[0037] A temperature sensor is installed at the drain outlet of the engine, and the controller controls the opening and closing of the second and first electronically controlled flow valves based on the signals from the temperature and pressure sensors.

[0038] The aforementioned engine coolant waste heat supply circuit is constructed by connecting a second heat exchanger 9 in series with the original engine cooling water circuit. The engine coolant is generally based on an aqueous solution of ethylene glycol, with added additives such as corrosion inhibitors and scale inhibitors. The first water pump 22 provides pressure to this circuit. The temperature sensor 28 detects the outlet temperature of engine 1. If the temperature is lower than the engine's minimum design temperature threshold, the first electronically controlled flow valve 24 is opened and the second electronically controlled flow valve 25 is closed. At this time, the engine cooling system enters internal circulation mode to ensure that the engine water temperature can quickly rise to the target temperature, improving engine efficiency. If the temperature sensor 28 detects that the outlet temperature of engine 1 is higher than the engine's maximum design temperature threshold, the second electronically controlled flow valve 25 is opened and the first electronically controlled flow valve 24 is closed. The engine cooling system enters external circulation mode, and the engine coolant is pumped into engine 1 by the first water pump 22. After being heated by engine 1, the coolant flows through the second electronically controlled flow valve 25, the second heat exchanger 9, and the second radiator 20 before entering the first water pump 22, completing one cycle.

[0039] The second expansion tank 21 is located at the top of the cooling system. Its functions include accommodating the excess volume of the coolant due to thermal expansion, maintaining constant pressure in the cooling system, and replenishing the coolant.

[0040] The waste heat supply circuit of the drive motor includes the first radiator, the third water pump, the drive controller, the drive motor, and the first heat exchanger connected in sequence.

[0041] The waste heat supply circuit for the drive motor is pressurized by the third water pump 13. Coolant enters the drive controller 14 and drive motor 15 via the third water pump 13; the drive motor 15 is the sole source of power for the vehicle. After being heated by the drive controller 14 and drive motor 15, the coolant enters the first heat exchanger 8 and the first radiator 12, and is then pumped back into the third water pump 13, completing one cycle of the waste heat supply circuit for the drive motor. The first expansion tank 19 is located at the top of the circuit and serves the same function as the second expansion tank 21.

[0042] The generator waste heat supply circuit includes a first radiator, a second water pump, a generator controller, a generator, a first electrically controlled switch valve, and a first heat exchanger connected in sequence. The first radiator is also connected to a first water tank. The generator waste heat supply circuit and the drive motor waste heat supply circuit are connected in parallel, and the two share the first radiator 12 and the first expansion tank 19.

[0043] The generator waste heat supply circuit is pressurized by the second water pump 16. When the generator 18 is not working, the second water pump 16 is also not working, and the first electronically controlled switch valve 23 is closed, so the generator waste heat supply circuit is not working. When the generator 18 is working, the first electronically controlled switch valve 23 is opened, starting the second water pump 16. The second water pump 16 draws coolant from the first radiator 12 and pumps it into the generator controller 17. The coolant then flows through the generator 18 and the first electronically controlled switch valve 23, where it is heated and then added to the drive motor waste heat supply circuit to jointly provide heat to the first heat exchanger 8.

[0044] When the vehicle-mounted integrated heat recovery system is in operation: The initial pump 7 provides pressure to the liquid working fluid, which is a low-boiling-point organic compound. After being pressurized by the initial pump 7, the working fluid enters the reflux preheater 4 to preheat it. After preheating, the working fluid sequentially enters the first heat exchanger 8, the second heat exchanger 9, and the third heat exchanger 2. In the first heat exchanger 8, the working fluid absorbs waste heat from the drive motor and generator; in the second heat exchanger 9, it absorbs waste heat from the engine coolant; and in the third heat exchanger 2, it absorbs waste heat from the engine exhaust. After passing through the three heat exchangers, the temperature of the working fluid gradually rises to over 100°C. The temperature and pressure of the working fluid are monitored and collected in real time by the temperature and pressure sensor 29. Based on the temperature and pressure signals, the vehicle controller controls the operating state of the initial pump 7 and simultaneously controls the operation of the second and third electronically controlled valves 26 and 27. The high-temperature, high-pressure working fluid flowing from the three heat exchangers enters the expander generator 3. Within the expander generator 3, the working fluid undergoes adiabatic expansion, converting pressure potential energy and thermal energy into mechanical energy, thereby generating electrical energy. After performing work within the expander generator 3, the working fluid forms a medium-temperature, low-pressure gas (or a gas-liquid two-phase state). The working fluid then flows through the reflux preheater 4 and subsequently enters the condenser 5 and the liquid storage tank 6. The condenser 5 converts the gaseous working fluid into a liquid state, releasing heat, while the liquid storage tank 6 stores the liquid working fluid. The working fluid in the liquid storage tank 6 is then drawn into the initial pump 7, completing one cycle of waste heat recovery and power generation. The alternating current generated by the expander generator 3 is converted into direct current by the rectifier controller 10 and then used to charge the power battery 11.

[0045] The hybrid-powered truck is equipped with an integrated onboard heat recovery system. Figure 2 This is a schematic diagram of the energy flow of a hybrid truck, such as... Figure 2 As shown, the engine exhaust system 32 provides heat to the engine exhaust waste heat supply branch of the integrated heat recovery system 30; the engine cooling system 31 provides heat to the engine coolant waste heat supply circuit of the integrated heat recovery system 30; the generator controller 17 and the generator 18 provide heat to the generator waste heat supply circuit of the integrated heat recovery system 30; and the drive controller 14 and the drive motor 15 provide heat to the drive motor waste heat supply circuit of the integrated heat recovery system 30.

[0046] The hybrid truck's power system is a range-extended hybrid system, and the power battery 11 can be charged at a charging station via charging socket 33. The vehicle has two operating modes: pure electric mode and range-extended mode.

[0047] When the SOC (State of Charge) of the power battery 11 is greater than or equal to a set value, the vehicle operates in pure electric mode, and the integrated heat recovery system does not work at this time. The energy flow in pure electric mode is as follows: the power battery 11 supplies DC power to the drive controller 14, the DC power is converted into AC power by the drive controller 14 and then supplied to the drive motor 15. The drive controller 14 controls the torque and speed of the drive motor 15. The drive motor 15 is connected to the input shaft of the transmission 34, and the output shaft of the transmission 34 transmits power to the drive axle 36 through the transmission shaft 35 to complete the driving of the truck.

[0048] When the SOC of the power battery 11 is less than a set value, the vehicle operates in range-extending mode. The engine 1 drives the generator 18 to generate alternating current (AC), at which point the integrated heat recovery system begins operation. The AC power is converted to direct current (DC) by the generator controller 17 and then transmitted to the drive controller 14, which distributes the electrical energy uniformly. The drive controller 14 controls the torque and speed of the drive motor 15. The drive motor 15 is connected to the input shaft of the transmission 34, and the output shaft of the transmission 34 transmits power to the drive axle 36 via the transmission shaft 35, thus driving the truck.

[0049] See attached document Figure 3 ,Will Figure 2 The functions of the drive motor 15, transmission 34, drive shaft 35 and drive axle 36 are integrated into the electric drive axle 37, which occupies less space and is lighter than the original system.

[0050] Of course, the above description is not limited to the examples above. Technical features not described in this invention can be implemented by or using existing technology, and will not be repeated here. The above embodiments and drawings are only used to illustrate the technical solutions of this invention and are not intended to limit this invention. This invention has been described in detail with reference to preferred embodiments. Those skilled in the art should understand that any changes, modifications, additions or substitutions made by those skilled in the art within the scope of this invention do not depart from the spirit of this invention and should also fall within the scope of protection of the claims of this invention.

Claims

1. A vehicle-mounted integrated heat recovery system, characterized in that: The heat exchanger includes a reflux preheater (4), a first heat exchanger (8), a second heat exchanger (9), a third heat exchanger (2), and an expansion generator (3) through which the working fluid passes in sequence. The working fluid passing through the expansion generator (3) serves as the heat source for the reflux preheater (4) to exchange heat. The heat in the parallel-connected generator (18) waste heat supply circuit and the drive motor (15) waste heat supply circuit serves as the heat source for the first heat exchanger (8). The heat in the engine (1) coolant waste heat supply circuit serves as the heat source for the second heat exchanger (9). The heat in the engine (1) exhaust waste heat supply branch serves as the heat source for the third heat exchanger (2).

2. The vehicle-mounted integrated heat recovery system according to claim 1, characterized in that: The waste heat recovery power generation circuit includes a condenser (5), a liquid storage tank (6), an initial pump (7), and a reflux preheater (4) connected in sequence. The initial pump (7) feeds the initial pump (7) that needs to be heated into the reflux preheater (4). The reflux working fluid enters the reflux preheater (4) as a heat source and then enters the condenser (5) for cooling.

3. The vehicle-mounted integrated heat recovery system according to claim 1, characterized in that: The exhaust waste heat supply branch of the engine (1) includes the engine (1), the exhaust pipe connected to the exhaust port of the engine (1), and the third heating pipe connected in parallel with the exhaust pipe. The other end of the third heating pipe is connected to the heat source inlet of the third heat exchanger (2). The third heating pipe and the exhaust pipe are respectively equipped with a second electronically controlled switch valve (26) and a third electronically controlled switch valve (27).

4. The vehicle-mounted integrated heat recovery system according to claim 1, characterized in that: The engine (1) coolant waste heat supply circuit includes a second radiator (20), a first water pump (22), an engine (1), and a second heat exchanger (9) through which the coolant passes in sequence. The coolant after heat exchange in the second heat exchanger (9) enters the second radiator (20) for heat dissipation. The second radiator (20) is also connected to a second expansion tank (21).

5. The vehicle-mounted integrated heat recovery system according to claim 4, characterized in that: The drain outlet of the engine (1) is connected in parallel with a first water pipe and a second water pipe. The second water pipe is connected to the second heat exchanger (9). The first water pipe is connected to the inlet of the first water pump. The first water pipe and the second water pipe are respectively equipped with a first electrically controlled flow valve (24) and a first electrically controlled flow valve (24).

6. The vehicle-mounted integrated heat recovery system according to claim 1, characterized in that: The waste heat supply circuit of the generator (18) includes a first radiator (12), a second water pump (16), a generator controller (17), a generator (18), a first electronically controlled switch valve (23), and a first heat exchanger (8) connected in sequence. The first radiator (12) is also connected to a first water tank. The waste heat supply circuit of the drive motor (15) includes the first radiator (12), the third water pump (13), the drive controller (14), the drive motor (15), and the first heat exchanger (8) connected in sequence.

7. The vehicle-mounted integrated heat recovery system according to claim 5, characterized in that: A temperature sensor (28) is provided at the drain outlet of the engine (1). The controller controls the opening and closing of the second electronically controlled flow valve (25) and the first electronically controlled flow valve (24) according to the signal of the temperature and pressure sensor (29).

8. The vehicle-mounted integrated heat recovery system according to claim 1, characterized in that: The expansion generator (3) is connected to the power battery (11) through the rectifier controller (10).

9. A hybrid-powered freight truck, characterized in that: The hybrid-powered truck is equipped with an on-board integrated heat recovery system as described in any one of claims 1-8.

10. The hybrid-powered truck according to claim 9, characterized in that: When the SOC of the power battery (11) is greater than or equal to the set value, the vehicle operates in pure electric mode, the engine (1) and generator (18) do not work, the on-board integrated heat recovery system (30) does not work, the power battery (11) delivers DC power to the drive controller (14), the DC power is converted into AC power by the drive controller (14) and then delivered to the drive motor (15), the drive controller (14) controls the torque and speed of the drive motor (15), for the central drive model, the drive motor (15) is connected to the input shaft of the transmission (34), the output shaft of the transmission (34) transmits power to the drive axle (36) through the transmission shaft (35) to complete the drive of the truck; When the SOC of the power battery (11) is less than the set value, the vehicle operates in range-extending mode. At this time, the on-board integrated heat recovery system (30) starts to work. The engine (1) drives the generator (18) to generate AC power, which is converted into DC power by the generator controller (17) and then transmitted to the drive controller (14). The drive controller (14) distributes the power in a unified manner and controls the torque and speed of the drive motor (15). For central drive models, the drive motor (15) is connected to the input shaft of the transmission (34). The output shaft of the transmission (34) transmits power to the drive axle (36) through the transmission shaft (35) to complete the driving of the truck.

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