Vehicle waste heat management system and vehicle

Abstract

The utility model discloses a vehicle waste heat management system and a vehicle. The system comprises a heat exchange assembly, a low-pressure steam power generation assembly, a high-temperature water pipe and a low-temperature water pipe. The heat exchange assembly comprises a plurality of heat exchange units arranged in the vehicle, and the multiple heat exchange units are sequentially communicated through a first heat exchange pipeline and collect waste heat. The low-pressure steam power generation assembly is arranged in the vehicle and comprises a steam turbine generator and a steam generator, and the steam generator comprises a closed steam cavity and a low-pressure generator for generating a low-pressure working environment in the steam cavity. The first heat exchange pipeline, the high-temperature water pipe, the second heat exchange pipeline and the low-temperature water pipe are sequentially communicated, heat exchange water circularly flows in the heat exchange pipeline, the heat exchange water flows through the second heat exchange pipeline and heats chamber water in the steam chamber to produce steam, and the steam pushes the steam turbine generator. The system can collect waste heat and transmit the waste heat to the low-pressure steam power generation assembly for power generation, and the utilization efficiency of the waste heat is improved.

Description

Technical Field

[0001] This utility model relates to the technical field of vehicle thermal management, and in particular to a vehicle waste heat management system and a vehicle having such a vehicle waste heat management system. Background Technology

[0002] With the development of vehicle electrification, the vehicle powertrain system has changed, and correspondingly, various systems of traditional vehicles are also undergoing tremendous changes, generally moving towards energy conservation and simplicity. For new energy vehicles, such as pure electric vehicles, hybrid vehicles, range-extended vehicles, and hydrogen-powered vehicles, a major characteristic is the change in the power source of traditional fuel vehicles, from a fuel tank and engine to a battery and motor. The battery serves as both the vehicle's power source and an energy storage unit, significantly altering the vehicle's system operating logic.

[0003] Taking the thermal management system of existing hybrid and range-extended new energy vehicles as an example, during summer operation, heat generated by electrical components such as the engine, cabin, battery, and electric drive system is converted into high-temperature air through a heat exchanger via a medium such as water or refrigerant. This air is then discharged into the engine compartment and finally released into the atmosphere. Meanwhile, some of the heat from engine combustion is naturally released into the atmosphere through the exhaust pipe. This direct release of high-temperature air into the atmosphere not only wastes thermal energy but also typically causes significant heat damage. (See details...) Figure 1 The illustrated new energy vehicle includes a front air intake 1, a front heat exchanger module 2, a compressor 3, a range extender 4, a power battery 5, a cabin 6, and a drive motor 7. The front air intake 1 is located at the front of the vehicle, through which outdoor air enters the front cabin. This outdoor air flows through the front heat exchanger module 2 for heat exchange, and is typically drawn in by a high-power fan, resulting in significant noise and energy loss. With the development of modern electric vehicles, the design increasingly favors smaller front air intakes, significantly hindering the flow of outdoor air and creating considerable wind resistance. Consequently, the heat generated by components such as the range extender 4, power battery 5, cabin 6, and drive motor 7 in existing new energy vehicles is directly exhausted. This direct exhaust not only wastes thermal energy but also causes heat damage. Therefore, existing new energy vehicles suffer from low heat utilization rates in their thermal management systems. Utility Model Content

[0004] The purpose of this invention is to solve the problem of low heat utilization rate in the thermal management system of new energy vehicles in the prior art.

[0005] To solve the above-mentioned technical problems, the present invention discloses a vehicle waste heat management system, including a heat exchange component, a low-pressure steam power generation component, a high-temperature water pipe and a low-temperature water pipe.

[0006] The heat exchange assembly includes multiple heat exchange units installed inside the vehicle and exchanging heat with multiple heat sources inside the vehicle. The multiple heat exchange units are connected in sequence through a first heat exchange pipeline.

[0007] The low-pressure steam power generation component is installed inside the vehicle and includes a steam turbine generator and a steam generator. The steam generator includes a closed steam chamber and a low-pressure generator that generates a low-pressure working environment in the steam chamber. The steam chamber is filled with chamber water and is provided with a second heat exchange pipe extending through opposite ends of the steam chamber. The side wall of the steam chamber is provided with an air outlet and a water return outlet. The air outlet is connected to the steam inlet of the steam turbine generator, and the water return outlet is connected to the condensate outlet of the steam turbine generator. The steam turbine generator is electrically connected to the power battery.

[0008] The inlet of the high-temperature water pipe is connected to the outlet of the first heat exchange pipe of the heat exchange assembly, and the outlet of the high-temperature water pipe is connected to the inlet of the second heat exchange pipe of the low-pressure steam power generation assembly.

[0009] The inlet of the low-temperature water pipe is connected to the outlet of the second heat exchange pipe of the low-pressure steam power generation component, and the outlet of the low-temperature water pipe is connected to the inlet of the first heat exchange pipe of the heat exchange component. The first heat exchange pipe, the high-temperature water pipe, the second heat exchange pipe, and the low-temperature water pipe are sequentially connected and circulate hot water. The hot water flows through the second heat exchange pipe and heats the chamber water in the steam chamber to produce steam, which drives the steam turbine generator.

[0010] Using the above technical solution, the vehicle waste heat management system disclosed in this utility model first connects and aggregates multiple heat exchange units within the vehicle through a first heat exchange pipeline. This method optimizes the vehicle's thermal management performance and improves thermal efficiency. The vehicle's internal structure is rationally designed according to requirements. The first heat exchange pipeline collects the vehicle's waste heat, for example, by collecting waste heat from the battery system, power system, and cabin system. Then, a low-pressure steam power generation component is installed inside the vehicle, and high-temperature and low-temperature water pipes are installed to transfer the collected waste heat from the multiple heat exchange units to the low-pressure steam power generation component for power generation.

[0011] Specifically, the first heat exchange pipeline contains hot water that collects and removes heat from multiple heat sources within the vehicle. This hot water is then transported through a high-temperature water pipe to a low-pressure steam power generation unit for electricity generation. After being used to generate electricity, the hot water becomes low-temperature water and returns to the first heat exchange pipeline through a low-temperature water pipe to circulate and remove heat. The low-pressure steam power generation unit contains a low-pressure generator that creates a low-pressure working environment within the steam chamber. This lowers the boiling point of the water in the steam chamber and, through heating with the high-temperature hot water, generates steam to drive a steam turbine generator to produce electricity.

[0012] Therefore, this application designs a complete waste heat management system for new energy vehicles and generates electricity from the collected waste heat, thereby realizing the reuse of energy, significantly improving energy utilization efficiency, avoiding direct heat discharge, reducing carbon emissions and environmental pollution, converting vehicle waste heat into electrical energy, improving the range of new energy vehicles and alleviating range anxiety, and through this structural design, the air intake at the front of the vehicle can be eliminated and wind resistance can be reduced, and the technology has high feasibility and practicality.

[0013] This utility model also discloses a vehicle waste heat management system, in which multiple heat exchange units are arranged alternately within the vehicle. Adjacent heat exchange units are connected in series or parallel via a first heat exchange pipeline. When the first heat exchange pipeline connects multiple heat exchange units, the heat exchange water flows within the first heat exchange pipeline in the direction from the lower heat exchange unit to the higher heat exchange unit.

[0014] Using the above technical solution, two adjacent heat exchange units can be switched in parallel or in series according to actual needs. The first heat exchange pipeline passes through the low heat exchange unit first, and then through the high heat exchange unit. The hot water in the heat exchange pipeline flows from the low heat exchange unit to the high heat exchange unit in sequence, which can optimize the heat absorption efficiency and reduce heat energy consumption and loss. Finally, the hot water with the highest heat output is delivered to the low-pressure steam power generation component.

[0015] This utility model also discloses a vehicle waste heat management system, comprising multiple heat exchange units including a heat exchange group for a cabin heat exchange unit, a heat exchange group for a power battery assembly, a heat exchange group for a drive motor assembly, a heat exchange group for a charging and distribution unit, a heat exchange group for an engine unit, and a heat exchange group for an exhaust pipe unit. The heat exchange groups for the cabin heat exchange unit, the power battery assembly, the drive motor assembly, the charging and distribution unit, the engine unit, and the exhaust pipe unit are connected in series via a first heat exchange pipeline.

[0016] Furthermore, in the direction of hot water flow, the heat exchange group of the cabin heat exchange unit is located on the upstream side of the heat exchange assembly, while the heat exchange group of the exhaust pipe unit is located on the downstream side of the heat exchange assembly.

[0017] By adopting the above technical solution, multiple heat exchange units basically include the main heat source components of the vehicle. In the direction of heat exchange flow, because the heat and temperature generated by the cabin heat exchange unit are lower and the heat and temperature generated by the exhaust pipe unit are higher, the heat exchange group of the cabin heat exchange unit is located at the upstream side of the heat exchange assembly, and the heat exchange group of the exhaust pipe unit is located at the downstream side of the heat exchange assembly. This can achieve the best heat transfer efficiency and reduce heat loss.

[0018] This utility model also discloses a vehicle waste heat management system. The heat exchange group of the power battery assembly includes a power battery heat exchange group, a range extender electronic control unit heat exchange group, and a range extender generator heat exchange group. The range extender electronic control unit heat exchange group is connected in series with the range extender generator heat exchange group via a first heat exchange pipeline, and the power battery heat exchange group is connected in parallel with both the range extender electronic control unit heat exchange group and the range extender generator heat exchange group via the first heat exchange pipeline.

[0019] In the direction of hot water flow, the heat exchange group of the drive motor assembly includes a drive motor electronic control heat exchange group and a drive motor heat exchange group located downstream of the heat exchange group of the power battery assembly and connected in series.

[0020] This utility model also discloses a vehicle waste heat management system. The low-pressure steam power generation component further includes a housing, in which a steam chamber and a steam turbine generator are arranged side by side. Specifically, in the height direction of the housing, the steam turbine generator is located above the steam chamber. Furthermore, in the height direction of the housing, a second heat exchange pipe is located in the middle of the steam chamber and extends through the housing along its width direction.

[0021] With the above technical solution, the steam turbine generator is located above the steam chamber. The steam produced by the steam chamber can be directly transported to the steam turbine generator for power generation, which reduces the energy loss of the steam and improves the energy conversion efficiency. Similarly, the second heat exchange pipe is located in the middle of the steam chamber and extends through the shell along the width direction of the shell. It also directly transfers the heat of the second heat exchange pipe to the steam chamber for heating, reducing heat loss and improving the energy conversion efficiency.

[0022] This utility model also discloses a vehicle waste heat management system, in which a steam turbine generator includes a steam turbine section and a power generation section connected to each other. In the height direction of the housing, a turbine mounting cavity is provided above the steam chamber. The steam turbine section is rotatably disposed within the turbine mounting cavity. The power generation section is located on one side of the steam turbine section in the width direction of the housing and is drively connected to the steam turbine section. The power generation section is electrically connected to a power battery via a high-voltage line.

[0023] The low-pressure generator includes a vacuum pump, which is located on one side of the housing. The vacuum pump ensures that the pressure of the low-pressure working environment in the steam chamber is lower than atmospheric pressure.

[0024] Using the above technical solution, the steam generated in the steam chamber directly drives the steam turbine to rotate, which in turn drives the generator to generate electricity, which is then stored in the power battery via a high-voltage line.

[0025] This utility model also discloses a vehicle waste heat management system. A steam inlet and a condensate outlet are provided at the lower part of the turbine mounting cavity. A steam passage and a waste water return passage are provided above the steam chamber. The two ends of the steam passage are connected to the steam outlet of the steam chamber and the steam inlet of the turbine mounting cavity, respectively. The two ends of the waste water return passage are connected to the condensate outlet of the turbine mounting cavity and the return water outlet of the steam chamber, respectively.

[0026] The chamber water in the steam chamber is heated by the second heat exchange pipe to generate steam. The steam flows into the turbine mounting chamber through the steam channel and is cooled into condensate after driving the steam turbine to rotate and generate electricity. The condensate flows back to the steam chamber through the waste water return channel.

[0027] By adopting the above technical solution, setting multiple heat sinks can improve the heat dissipation efficiency of the hot water in the second heat exchange pipeline, so as to quickly transfer heat to the steam chamber to generate water vapor.

[0028] The present invention also discloses a vehicle waste heat management system, wherein the steam passage is located in the middle of the steam chamber in the width direction of the shell and extends toward the turbine mounting cavity, and two waste water return passages are provided, which are symmetrically located on both sides of the steam passage in the width direction of the shell.

[0029] A pair of steam turbine generators are installed inside the turbine mounting cavity. The pair of steam turbine generators are symmetrically arranged with respect to the steam passage in the width direction of the casing and are located above a corresponding waste water return passage.

[0030] The present invention also discloses a vehicle waste heat management system, wherein, within the turbine mounting cavity, along the height direction of the housing, the height of the steam inlet is higher than the height of the condensate outlet.

[0031] By adopting the above technical solution, setting up a pair of steam turbine generators can improve the utilization efficiency of water vapor, thereby improving power generation efficiency.

[0032] The present invention also discloses a vehicle including any of the above-mentioned vehicle waste heat management systems, wherein the low-pressure steam power generation component of the vehicle waste heat management system is installed in the front compartment of the vehicle.

[0033] The beneficial effects of this utility model are:

[0034] This utility model discloses a vehicle waste heat management system and a vehicle. The first heat exchange pipeline of the vehicle waste heat management system is sequentially connected to heat exchange units of multiple heat sources (used to collect waste heat from relevant heat source components inside the vehicle), such as the heat exchange group of the cabin heat exchange unit, the heat exchange group of the power battery assembly, and the heat exchange group of the drive motor assembly. The heat from these heat exchange groups is then collected and circulated using hot water, and transported through a high-temperature water pipe to a low-pressure steam power generation unit for power generation. After being used to generate electricity by the low-pressure steam power generation unit, the hot water becomes low-temperature water and returns to the first heat exchange pipeline for circulation through a low-temperature water pipe. The low-pressure steam power generation unit is equipped with a low-pressure generator that creates a low-pressure working environment in the steam chamber, thereby lowering the boiling point of the chamber water and heating it with high-temperature hot water to generate steam to drive a steam turbine generator to generate electricity. This vehicle waste heat management system generates electricity by collecting waste heat, realizing energy reuse, significantly improving energy utilization efficiency, avoiding direct heat discharge, reducing carbon emissions and environmental pollution, increasing driving range and reducing range anxiety, and eliminating the air intake at the front of the vehicle. Attached Figure Description

[0035] Figure 1 A schematic diagram showing a front air intake at the front end of a new energy vehicle in the prior art;

[0036] Figure 2 A schematic diagram showing the application of the vehicle waste heat management system provided in this embodiment of the utility model to a vehicle.

[0037] Figure 3 A schematic diagram of the overall vehicle waste heat management system provided in this embodiment of the utility model;

[0038] Figure 4 A schematic diagram of the hot water circulation flow in the vehicle waste heat management system provided in this embodiment of the utility model;

[0039] Figure 5 A schematic diagram of the power battery heat exchanger of the vehicle waste heat management system provided in this embodiment of the utility model;

[0040] Figure 6 A schematic diagram of the drive motor heat exchange group of the vehicle waste heat management system provided in this embodiment of the utility model.

[0041] Explanation of reference numerals in the attached figures:

[0042] Explanation of reference numerals in prior art drawings:

[0043] 1. Front air intake; 2. Front heat exchanger module; 3. Compressor; 4. Range extender; 5. Power battery; 6. Cabin; 7. Drive motor.

[0044] Explanation of reference numerals in the accompanying drawings of this application:

[0045] 100. Heat exchange components;

[0046] 110. First heat exchange pipeline; 120. Heat exchange assembly of the cabin heat exchange unit;

[0047] 130. Heat exchange assembly of power battery components;

[0048] 131. Power battery heat exchanger assembly;

[0049] 1311, Water inlet of the power battery heat exchanger; 1312, Water outlet of the power battery heat exchanger; 1313, Water-cooled plate;

[0050] 132. Range extender electronic control unit heat exchanger assembly; 133. Range extender generator heat exchanger assembly;

[0051] 140. Heat exchange assembly of drive motor assembly;

[0052] 141. Drive motor electronically controlled heat exchanger assembly;

[0053] 142. Drive motor heat exchange assembly;

[0054] 1421. Inlet of the heat exchanger unit for the drive motor; 1422. Outlet of the heat exchanger unit for the drive motor;

[0055] 150. Heat exchange assembly of the charging and distribution unit; 160. Heat exchange assembly of the engine unit; 170. Heat exchange assembly of the exhaust pipe unit;

[0056] 200. Low-pressure steam power generation components;

[0057] 210. Steam turbine generator;

[0058] 211. Steam inlet; 212. Condensate outlet; 213. Steam turbine section; 214. Power generation section; 215. Turbine mounting cavity; 216. High-voltage line;

[0059] 220. Steam chamber;

[0060] 230. Low-pressure generator; 240. Second heat exchange pipeline; 250. Shell; 260. Steam passage; 270. Waste water return passage;

[0061] 300, High-temperature water pipe; 400, Low-temperature water pipe; 500, Range extender; 600, Power battery; 700, Cabin; 800, Drive motor;

[0062] A. The height direction of the shell. Detailed Implementation

[0063] With the development of domestically produced new energy vehicles, these vehicles generate a significant amount of waste heat during operation, from their drive motors, power electronic components, and batteries. If this waste heat is not properly managed, it will not only waste energy but may also negatively impact vehicle performance and safety. Therefore, properly handling the waste heat from new energy vehicles is crucial for improving energy efficiency, extending driving range, and enhancing overall vehicle performance.

[0064] As described in the background art, for new energy vehicles such as hybrid vehicles and range-extended vehicles, compared with traditional fuel vehicles, there are more and more components that generate heat, especially such as motors, power batteries, electronic controls, and range extenders (collectively referred to as heat sources in this application). The existing technology mainly divides the treatment of waste heat into two methods: heat dissipation and reducing heat generation.

[0065] For methods of dissipating waste heat, a radiator and a front air intake are required. Please refer to [link / reference needed]. Figure 1 New energy vehicles typically have a front air intake 1 at the front. Outdoor air enters the front compartment through this intake, flows through the front heat exchanger module 2 for heat exchange, and then exhausts the waste heat. However, considering the goal of reducing wind resistance and increasing range in new energy vehicles, this front air intake increases wind resistance, and direct exhaust wastes heat energy and can also cause heat damage. Alternatively, optimizing the structure and control strategy of the thermal management system can improve its thermal efficiency and reduce heat loss. This approach requires advanced technology and is costly. However, both of these common solutions result in waste of waste heat and low waste heat utilization rates within the thermal management system.

[0066] To address the aforementioned problems, this invention proposes a novel vehicle waste heat management system. First, it collects and gathers waste heat generated by heat sources within the vehicle. Then, it utilizes this collected heat to generate electricity. Since heat collection is achieved through hot water exchange, this invention further incorporates a low-pressure steam power generation component that circulates with the waste heat management system. This component converts the waste heat collected from the hot water exchange into electrical energy, thus solving the vehicle's waste heat problem and simultaneously increasing its driving range. It should be noted that the heat sources mentioned in this embodiment are actually various heat-generating components or heat-generating control components within the vehicle, such as generators, power batteries, range extenders, and engines.

[0067] Next, the vehicle waste heat management system disclosed in this embodiment will be described in detail:

[0068] This embodiment discloses a vehicle waste heat management system. Please refer to [link to relevant documentation]. Figure 3The system includes a heat exchange assembly 100, a low-pressure steam power generation assembly 200, a high-temperature water pipe 300, and a low-temperature water pipe 400. The inlet of the high-temperature water pipe 300 is connected to the outlet of the first heat exchange pipe 110 of the heat exchange assembly 100, and the outlet of the high-temperature water pipe 300 is connected to the inlet of the second heat exchange pipe 240 in the low-pressure steam power generation assembly 200.

[0069] The inlet of the low-temperature water pipe 400 is connected to the outlet of the second heat exchange pipe 240 inside the low-pressure steam power generation assembly 200, and the outlet of the low-temperature water pipe 400 is connected to the inlet of the first heat exchange pipe 110 of the heat exchange assembly 100. The first heat exchange pipe 110, the high-temperature water pipe 300, the second heat exchange pipe 240, and the low-temperature water pipe 400 are sequentially connected and circulate hot water. The hot water flows through the second heat exchange pipe 240 and heats the water in the steam chamber 220 to produce steam. The steam drives the steam turbine generator 210.

[0070] Specifically, the heat exchange assembly 100 includes multiple heat exchange units disposed inside the vehicle and exchanging heat with multiple heat sources inside the vehicle. The multiple heat exchange units are sequentially connected through a first heat exchange pipe 110. The heat exchange unit can be a cooling system or a heat exchange assembly for the heat source. For example, for a power battery and a generator, the heat exchange unit can be either a cooling system or a heat exchange assembly disposed on the power battery and the generator. This embodiment does not make specific limitations in this regard.

[0071] Furthermore, the heat exchange component 100 in this embodiment will be described. Those skilled in the art will understand that the heat exchange component 100 can actually collect or gather waste heat from the heat source in any way within the vehicle. For example, it can be collected by sequentially connecting the first heat exchange pipe 110 mentioned in this embodiment, or it can be collected by sequentially connecting the cooling pipes of the vehicle's own cooling system. This embodiment does not make any specific limitations on this.

[0072] The vehicle waste heat management system disclosed in this embodiment collects waste heat through the heat exchange component 100, and then transports the heat-collected hot water in the heat exchange component 100 to the low-pressure steam power generation component 200 through the high-temperature water pipe 300 to generate electricity. During the power generation process, the heat energy in the hot water is converted into electrical energy by the low-pressure steam power generation component 200. It should be noted that the heat energy in the hot water is converted into water vapor in the low-pressure steam power generation component 200 to drive the turbine to rotate and generate electricity. The working principle of the low-pressure steam power generation component 200 is: based on the process of converting the heat energy of steam into mechanical energy, and then driving the generator to generate electricity. In addition, the low-pressure steam power generation component 200 maintains a low pressure. Under low pressure, the boiling point temperature of water is higher, which makes it easier to generate water vapor for power generation. Furthermore, after the hot water passes through the low-pressure steam power generation component 200 and is converted into electrical energy, the temperature of the hot water decreases to low-temperature water. Then, it is transported through the low-temperature water pipe 400 to the heat exchange component 100 for a new round of heat exchange or heat collection. In other words, inside the vehicle, the first heat exchange pipe 110 of the heat exchange component 100, the high-temperature water pipe 300, the low-pressure steam power generation component 200, and the low-temperature water pipe 400 sequentially form a complete hot water exchange cycle. After the heat is collected by the heat exchange component 100, it is transferred through the high-temperature water pipe 300 to the low-pressure steam power generation component 200 for power generation, and then transported back to the heat exchange component 100 through the low-temperature water pipe 400.

[0073] As described above, the vehicle waste heat management system in this embodiment forms a large waste heat circulation loop within the vehicle via a heat exchange component 100, a high-temperature water pipe 300, a low-pressure steam power generation component 200, and a low-temperature water pipe 400. The pipes circulate hot water, which can be coolant, oil, or lubricant, etc. Preferably, coolant is used for the hot water in this embodiment because the coolant can quickly exchange heat and remove heat by flowing through multiple heat sources in the heat exchange component 100. It can also quickly exchange heat in the low-pressure steam power generation component 200. The maximum operating temperature of the coolant is generally between 106°C and 110°C. The boiling point of a high-quality coolant can reach above 110°C. However, since the maximum temperature of the heat exchange circulating in the pipes generally does not exceed 120°C, the steam power generation component is a low-pressure steam power generation component 200. By reducing the pressure inside the low-pressure steam power generation component 200, the boiling point of the steam water is lowered. Under low pressure, the boiling point of the steam water is lower, which can both quickly exchange heat and ensure the generation of steam for power generation.

[0074] The low-pressure steam power generation unit 200 will be explained next:

[0075] Please see Figure 2 and Figure 3The low-pressure steam power generation assembly 200 is installed inside the vehicle and includes a steam turbine generator 210 and a steam generator. The steam generator includes a closed steam chamber 220 and a low-pressure generator 230 that generates a low-pressure working environment in the steam chamber 220. The steam chamber 220 is filled with chamber water and is provided with a second heat exchange pipe 240 extending through opposite ends of the steam chamber 220. The side wall of the steam chamber 220 is provided with an air outlet (not shown in the figure) and a water return outlet (not shown in the figure). The air outlet is connected to the steam inlet 211 of the steam turbine generator 210, and the water return outlet is connected to the condensate outlet 212 of the steam turbine generator 210. The steam turbine generator 210 is electrically connected to the power battery.

[0076] It is understandable that the low-pressure steam power generation unit 200 also has a small heat circulation path. Specifically, water vapor is generated in the steam chamber 220, and the water vapor flows into the steam turbine generator 210 to generate electricity. After being turned into condensate, it flows back into the steam chamber 220. In other words, the aforementioned large and small circulations exchange heat, transferring the heat in the large circulation to the small circulation to generate water vapor for power generation. This not only treats the waste heat in the vehicle, but also utilizes the waste heat to generate electricity.

[0077] In summary, the vehicle waste heat management system disclosed in this utility model first connects and aggregates multiple heat exchange units within the vehicle via a first heat exchange pipe 110. This method optimizes the vehicle's thermal management performance and improves thermal efficiency. The vehicle's internal structure is rationally designed according to requirements. The first heat exchange pipe 110 collects the vehicle's waste heat, for example, by collecting waste heat from the battery system, power system, and cabin system. Then, a low-pressure steam power generation component 200 is installed inside the vehicle, along with high-temperature water pipes 300 and low-temperature water pipes 400, to transfer the collected waste heat from the multiple heat exchange units to the low-pressure steam power generation component 200 for power generation.

[0078] Specifically, the first heat exchange pipe 110 contains hot water for heat exchange. This hot water collects and removes heat from multiple heat sources within the vehicle, and then is transported through a high-temperature water pipe 300 to a low-pressure steam power generation unit 200 for power generation. After being used to generate electricity in the low-pressure steam power generation unit 200, the hot water becomes low-temperature water, which returns to the first heat exchange pipe 110 through a low-temperature water pipe 400 to circulate and remove heat. The low-pressure steam power generation unit 200 is equipped with a low-pressure generator 230 that creates a low-pressure working environment within the steam chamber 220. This lowers the boiling point of the water in the steam chamber 220, and the high-temperature hot water is used to heat the water, generating steam to drive a steam turbine generator 210 to generate electricity.

[0079] Therefore, this application designs a complete waste heat management system for new energy vehicles and generates electricity from the collected waste heat, thereby realizing the reuse of energy, significantly improving energy utilization efficiency, avoiding direct heat discharge, reducing carbon emissions and environmental pollution, converting vehicle waste heat into electrical energy, improving the range of new energy vehicles and alleviating range anxiety, and this structural design can reduce the air intake at the front of the vehicle and reduce wind resistance, and the technology has high feasibility and practicality.

[0080] The following is a detailed description of the multiple heat exchange units in the heat exchange assembly 100 of the vehicle waste heat management system disclosed in this embodiment:

[0081] In the vehicle waste heat management system disclosed in this embodiment, multiple heat exchange units are arranged alternately inside the vehicle. Adjacent heat exchange units are connected in series or parallel via a first heat exchange pipe 110. When the first heat exchange pipe 110 connects multiple heat exchange units, the heat exchange water flows within the first heat exchange pipe 110 in a direction from the lower heat exchange unit to the higher heat exchange unit.

[0082] For example, when two adjacent heat exchange units are the heat exchange unit of the power battery and the heat exchange unit of the generator, the temperatures of both the power battery and generator heat exchange units are relatively high, so they can be connected in parallel. Alternatively, when two adjacent heat exchange units are the heat exchange unit of the cabin and the heat exchange unit of the power battery, the heat generated by the cabin heat exchange unit is lower than that generated by the power battery heat exchange unit, so the cabin heat exchange unit is placed before the power battery heat exchange unit and the two are connected in series. Those skilled in the art can adjust the settings according to actual needs, and this embodiment does not impose specific limitations on this.

[0083] Furthermore, as described above, the hot water in the vehicle waste heat management system flows along the direction from the low heat exchange unit to the high heat exchange unit in the first heat exchange pipe 110. That is, the first heat exchange pipe 110 first passes through the low heat exchange unit and then through the high heat exchange unit. For example, when the heat exchange units include the heat exchange unit of the cabin, the heat exchange unit of the power battery, and the heat exchange unit of the generator, the hot water can be configured to flow sequentially from the heat exchange unit of the cabin to the heat exchange unit of the power battery and then to the heat exchange unit of the generator in the first heat exchange pipe 110. Those skilled in the art can design and adjust according to actual needs, and this embodiment does not make specific limitations in this regard.

[0084] Therefore, in this embodiment, adjacent heat exchange units are switched in parallel or in series according to actual needs. The hot water in the first heat exchange pipeline 110 first passes through the low heat exchange unit and then through the high heat exchange unit. The hot water in the heat exchange pipeline flows from the low heat exchange unit to the high heat exchange unit in sequence, which can optimize the heat absorption efficiency and reduce heat energy consumption and loss. Finally, the hot water with the highest heat is delivered to the low-pressure steam power generation unit 200.

[0085] This embodiment also discloses a vehicle waste heat management system; please refer to [link / reference]. Figure 4 Multiple heat exchange units include a heat exchange group 120 for the cabin heat exchange unit, a heat exchange group 130 for the power battery assembly, a heat exchange group 140 for the drive motor assembly, a heat exchange group 150 for the charging and distribution unit, a heat exchange group 160 for the engine unit, and a heat exchange group 170 for the exhaust pipe unit.

[0086] Please see Figure 3 and Figure 4 In one preferred embodiment, the aforementioned multiple heat exchange groups are connected via the first heat exchange pipeline 110 as follows: the first heat exchange pipeline 110 sequentially connects in series the heat exchange group 120 of the cabin heat exchange unit, the heat exchange group 130 of the power battery assembly, the heat exchange group 140 of the drive motor assembly, the heat exchange group 150 of the charging and distribution unit, the heat exchange group 160 of the engine unit, and the heat exchange group 170 of the exhaust pipe unit. Furthermore, in the flow direction of the heat exchange water, the heat exchange group 120 of the cabin heat exchange unit is located at the upstream end of the heat exchange assembly 100, and the heat exchange group 170 of the exhaust pipe unit is located at the downstream end of the heat exchange assembly 100. That is, the first heat exchange pipeline 110 flows sequentially from the heat exchange group with lower heat output to the heat exchange group with higher heat output.

[0087] As described above, the multiple heat exchange units listed in this embodiment basically include the main heat source components of the vehicle. In the direction of heat exchange flow, because the heat and temperature generated by the cabin heat exchange unit are lower and the heat and temperature generated by the exhaust pipe unit are higher, the heat exchange group 120 of the cabin heat exchange unit is located at the upstream side of the heat exchange assembly 100, and the heat exchange group 170 of the exhaust pipe unit is located at the downstream side of the heat exchange assembly 100. This can achieve the best heat transfer efficiency and reduce heat loss, so that the heat source that generates waste heat in the vehicle flows sequentially from the heat exchange group of the lower temperature heat source to the heat exchange group of the higher temperature heat source.

[0088] Furthermore, see Figure 4The heat exchange group 130 of the power battery assembly includes a power battery heat exchange group 131, a range extender electronic control unit heat exchange group 132, and a range extender generator heat exchange group 133. The range extender electronic control unit heat exchange group 132 is connected in series with the range extender generator heat exchange group 133 via a first heat exchange pipe 110. The power battery heat exchange group 131 is connected in parallel with both the range extender electronic control unit heat exchange group 132 and the range extender generator heat exchange group 133 via the first heat exchange pipe 110. In the direction of hot water flow, the heat exchange group 140 of the drive motor assembly includes a drive motor electronic control unit heat exchange group 141 and a drive motor heat exchange group 142, located downstream of the power battery assembly heat exchange group 130 and connected in series.

[0089] See further Figure 5 and Figure 6 The heat exchange group 131 of the power battery and the heat exchange group 142 of the drive motor are described separately, as follows: Figure 5 As shown, the power battery heat exchange group 131 includes a water inlet 1311 and a water outlet 1312. A water-cooling plate 1313 is installed inside the power battery to remove heat from the power battery. Figure 6 As shown, the drive motor heat exchange group 142 includes a water inlet 1421 and a water outlet 1422.

[0090] Next, we will continue with a more detailed explanation of the low-pressure steam power generation component 200 in this embodiment:

[0091] In the vehicle waste heat management system disclosed in this embodiment, the low-pressure steam power generation assembly 200 further includes a housing 250, and a steam chamber 220 and a steam turbine generator 210 are arranged side by side within the housing 250. Specifically, in the height direction of the housing 250, the steam turbine generator 210 is located above the steam chamber 220. Furthermore, in the height direction of the housing 250, a second heat exchange pipe 240 is located in the middle of the steam chamber 220 and extends through the housing 250 along its width direction. The height direction of the housing 250 is as follows... Figure 3 Shown in direction A.

[0092] For details, please see Figure 3The steam chamber 220 and the steam turbine generator 210 are arranged side by side within the housing 250, making the structure of the low-pressure steam power generation component 200 more compact, reducing its volume, and making the overall layout more reasonable. Furthermore, the side-by-side arrangement of the steam chamber 220 and the steam turbine generator 210 ensures the smoothness of steam flow, reduces energy loss, and improves the stability and continuity of steam flow, thereby improving thermal energy utilization efficiency. Similarly, the steam turbine generator 210 is located above the steam chamber 220, and the steam produced by the steam chamber 220 can be directly transported to the steam turbine generator 210 for power generation, reducing the energy loss of steam and improving energy conversion efficiency.

[0093] Similarly, the second heat exchange pipe 240 is located in the middle of the steam chamber 220 and extends through the shell 250 along the width direction of the shell 250. It also directly transfers the heat from the second heat exchange pipe 240 to the steam chamber 220 for heating. This optimizes heat transfer, makes the heat evenly distributed, reduces heat loss and improves energy conversion efficiency. In addition, this setting has the advantages of compact structure, high stability, and easy management and maintenance.

[0094] See further Figure 3 The steam turbine generator 210 includes a steam turbine section 213 and a power generation section 214 connected to each other. A turbine mounting cavity 215 is provided above the steam chamber 220 in the height direction of the housing 250. The steam turbine section 213 is rotatably mounted within the turbine mounting cavity 215. The power generation section 214 is located on one side of the steam turbine section 213 in the width direction of the housing 250 and is drively connected to the steam turbine section 213. The power generation section 214 is electrically connected to the power battery via a high-voltage line 216. The interface between the high-voltage line 216 and the external environment is sealed with high strength to ensure the control pressure within the steam turbine generator 210. The steam generated in the steam chamber 220 directly drives the steam turbine section 213 to rotate, which in turn drives the power generation section 214 to generate electricity. The electricity generated by the power generation section 214 is stored in the power battery via the high-voltage line 216.

[0095] The low-pressure generator 230 includes a vacuum pump, which is located on one side of the housing 250. The function of the vacuum pump is to ensure that the pressure of the low-pressure working environment within the steam chamber 220 is lower than atmospheric pressure. For example, it can be between 10 and 50 kPa, such as 10 kPa, 12 kPa, 20 kPa, 50 kPa, etc. Those skilled in the art can set it according to actual needs, and this embodiment does not make specific limitations in this regard.

[0096] Specifically, in this embodiment, the power generation unit 214 can be a built-in small permanent magnet synchronous generator, which has the advantages of high power generation efficiency and compact structure. Furthermore, the steam turbine unit 213 includes at least a rotor, a stator and blades. When steam passes through the steam turbine unit 213, it drives the blades and rotor to rotate, thereby driving the small permanent magnet synchronous generator to generate electricity. The electricity generated by the power generation unit 214 is stored in the power battery through the high-voltage line 216.

[0097] This utility model also discloses a vehicle waste heat management system. In one preferred embodiment, multiple heat exchange fins can be arranged parallel to each other along the width direction of the housing 250 on the outer periphery of the second heat exchange pipe 240. Alternatively, the second heat exchange pipe 240 can also be configured as multiple flat pipes arranged side by side. It should be noted that the second heat exchange pipe 240 and the steam chamber 220 essentially constitute a water-to-water heat exchanger. A water-to-water heat exchanger is a heat exchange device, and arranging multiple heat exchange fins can improve heat exchange efficiency and heat exchange rate.

[0098] The turbine mounting cavity 215 has a steam inlet 211 and a condensate outlet 212 at its lower part. The steam chamber 220 has a steam passage 260 and a waste water return passage 270 at its upper part. The two ends of the steam passage 260 are connected to the steam outlet of the steam chamber 220 and the steam inlet 211 of the turbine mounting cavity 215, respectively. The two ends of the waste water return passage 270 are connected to the condensate outlet 212 of the turbine mounting cavity 215 and the return water outlet of the steam chamber 220, respectively.

[0099] The water in the steam chamber 220 is heated by the second heat exchange pipe 240 to generate steam. The steam flows into the turbine mounting cavity 215 through the steam channel 260 and is cooled into condensate after driving the steam turbine generator 210 to generate electricity. The condensate flows back to the steam chamber 220 through the waste water return channel 270.

[0100] Specifically, in this embodiment, when the second heat exchange pipe 240 penetrates the shell 250 in the middle of the steam chamber 220, it can be configured as a straight pipe, a serpentine pipe, or a flat pipe. Those skilled in the art can also configure it as other structures according to actual needs. For example, when configured as a straight pipe, multiple heat dissipation fins are arranged in parallel along the width direction of the shell 250 on the outer periphery of the straight pipe. When configured as a serpentine pipe, multiple heat dissipation fins are also arranged in parallel along the width direction of the shell 250 on the outer periphery of the serpentine pipe. For example, two, three, four, or even more heat dissipation fins are arranged in parallel. This embodiment does not make specific limitations on this.

[0101] This utility model also discloses a vehicle waste heat management system. Please refer to [link / reference]. Figure 3The steam passage 260 is located in the middle of the steam chamber 220 in the width direction of the housing 250 and extends towards the turbine mounting cavity 215. Two waste water return passages 270 are provided, symmetrically located on both sides of the steam passage 260 in the width direction of the housing 250. A pair of steam turbine generators 210 are provided in the turbine mounting cavity 215. The pair of steam turbine generators 210 are symmetrically arranged with respect to the steam passage 260 in the width direction of the housing 250 and are located above the corresponding waste water return passage 270.

[0102] The present invention also discloses a vehicle waste heat management system, wherein, within the turbine mounting cavity 215, along the height direction of the housing 250, the height of the steam inlet 211 is higher than the height of the condensate outlet 212.

[0103] In this embodiment, please refer to Figure 3 A pair of steam turbine generators 210 are installed in the turbine mounting cavity 215. This arrangement has the advantages of compact structure and high space utilization. Setting up a pair of steam turbine generators 210 can improve the utilization efficiency of steam, thereby improving the power generation efficiency. Therefore, the steam channel 260 is set in the middle of the steam chamber 220, between the pair of steam turbine generators 210. In this way, when steam flows into the turbine mounting cavity 215 through the steam channel 260, it can drive the pair of steam turbine generators 210 respectively, improving the steam utilization rate. After the steam drives the steam turbine generators 210, it becomes condensate and returns to the steam chamber 220 through the waste water return channel 270. Therefore, the height of the steam inlet 211 is higher than the height of the condensate outlet 212 to prevent condensate from flowing back from the steam inlet 211.

[0104] For more details, please see Figure 3 In this embodiment, the cross-sectional view of the turbine mounting cavity 215 is similar to the shape of a dumbbell. This method can optimize the installation space, install a pair of steam turbine generators 210 in the turbine mounting cavity 215, and the volume of the two sides of the turbine mounting cavity 215 increases sequentially towards the side. This improves the efficiency of water vapor utilization and allows the water vapor to flow back into the steam chamber 220 after condensation.

[0105] Furthermore, based on an understanding of the working principles of the vehicle waste heat management system and the low-pressure steam power generation unit 200, the process of collecting and circulating heat through the low-pressure steam power generation unit 200 is illustrated with a simple example: When the first heat exchange pipe 110, the high-temperature water pipe 300, the second heat exchange pipe 240, and the low-temperature water pipe 400 are sequentially connected and circulated with coolant, the coolant flows sequentially through the first heat exchange pipe 110, i.e., through multiple heat exchange units, carrying away heat from multiple heat sources to gradually increase its own temperature and collect heat from multiple heat exchange units. The waste heat, for example, after collection, the temperature of the coolant is 100°C, and then it is transported to the second heat exchange pipeline 240 through the high-temperature water pipe 300. The second heat exchange pipeline 240 performs heat exchange, which causes the steam chamber 220 in the low-pressure working environment to generate water vapor. The water vapor circulates and drives the steam turbine generator 210 to generate electricity (the internal small and large circulations of the generator only exchange heat and are not actually connected). At this time, the temperature of the coolant decreases, for example, to 50°C, and then returns to the first heat exchange pipeline 110 of the multiple heat exchange units through the low-temperature water pipe 400 to heat and collect the waste heat in sequence.

[0106] It should be noted that the temperature of the hot water after waste heat collection may vary each time, for example, 85℃, 95℃, 100℃, 103℃, etc. Therefore, a low-pressure working environment is generated in the steam chamber 220 by the low-pressure generator 230 to lower the boiling point of the water in the steam chamber 220. For example, according to experimental data, when the low-pressure generator 230 operates and the air pressure in the steam chamber 220 is 12 kPa, the boiling point of the water in the steam chamber 220 is 50℃. At this time, the steam pressure generated by the boiling water in the water chamber is sufficient to drive the water. The steam turbine generator 210 generates electricity. Therefore, the air pressure in the steam chamber 220 can be adjusted by the low-pressure generator 230 so that the boiling point of the water in the steam chamber 220 is between 50°C and 60°C. When the temperature of the hot water after collecting waste heat is 85°C, 95°C or 100°C, it is transported to the second heat exchange pipeline 240 through the high-temperature water pipe 300. The hot water in the second heat exchange pipeline 240 heats the steam water in the steam chamber 220 to continuously boil and generate steam. The steam drives the steam turbine generator 210 to generate electricity.

[0107] This utility model also discloses a vehicle waste heat management system including any of the above-mentioned features. Please refer to [link to relevant documentation]. Figure 2 The low-pressure steam power generation component 200 of the vehicle waste heat management system is located in the front compartment of the vehicle, and the vehicle has eliminated the front air intake, and includes a range extender 500, a power battery 600, a cabin 700 and a drive motor 800.

[0108] It should be further explained that, based on the complete large-scale circulation system formed sequentially within the vehicle by the heat exchange component 100, high-temperature water pipe 300, low-pressure steam power generation component 200, and low-temperature water pipe 400 disclosed in this embodiment, waste heat can be used to generate electricity in summer, while in winter, waste heat can be collected to heat the power battery, keeping it at a suitable operating temperature to improve range in cold conditions. Waste heat can also be used to heat the air conditioner or cabin in winter, reducing the need for the heat pump air conditioner and reusing the waste heat to lower power consumption in winter. To achieve the switching between summer and winter modes, a switching valve or control valve can be installed between the high-temperature water pipe 300 and the low-pressure steam power generation component 200, and then connected to the cabin heat exchange system, heat pump air conditioner, or power battery via a branch line. Those skilled in the art can design or adjust this according to actual needs; this embodiment is not limited to this specific approach.

[0109] In summary, this utility model discloses a vehicle waste heat management system and a vehicle. The first heat exchange pipeline 110 of the vehicle waste heat management system is sequentially connected to heat exchange units of multiple heat sources, such as the heat exchange group 120 of the cabin heat exchange unit, the heat exchange group 130 of the power battery assembly, and the heat exchange group 140 of the drive motor assembly. The heat from these heat exchange groups is then collected and circulated using hot water, and transported to the low-pressure steam power generation unit 200 through the high-temperature water pipe 300 for power generation. After being used to generate electricity by the low-pressure steam power generation unit 200, the hot water becomes low-temperature water and returns to the first heat exchange pipeline 110 through the low-temperature water pipe 400 for circulation. The low-pressure steam power generation unit 200 is equipped with a low-pressure generator 230 that generates a low-pressure working environment in the steam chamber 220, thereby lowering the boiling point of the chamber water in the steam chamber 220. The water is then heated by the high-temperature hot water to generate steam, which drives the steam turbine generator 210 to generate electricity. This vehicle waste heat management system generates electricity by collecting waste heat, realizing energy reuse, significantly improving energy utilization efficiency, avoiding direct heat discharge, reducing carbon emissions and environmental pollution, increasing driving range, reducing range anxiety, and eliminating the air intake at the front of the vehicle.

[0110] Finally, the working process of the vehicle waste heat management system disclosed in this utility model will be briefly described:

[0111] First, the vacuum pump draws air from the steam chamber 220, making the pressure of the low-pressure working environment inside the steam chamber 220 lower than atmospheric pressure. For example, the vacuum pump makes the pressure inside the steam chamber 220 12 kPa. At this time, due to the low-pressure environment, the boiling point of the water in the steam chamber 220 is 50°C. When the temperature of the water in the steam chamber 220 reaches 50°C, it will boil and produce water vapor.

[0112] Next, see Figure 3 and Figure 4 The first heat exchange pipe 110 is connected in series with the heat exchange group 120 of the cabin heat exchange unit, the heat exchange group 130 of the power battery pack, the heat exchange group 140 of the drive motor pack, the heat exchange group 150 of the charging and distribution unit, the heat exchange group 160 of the engine unit, and the heat exchange group 170 of the exhaust pipe unit. After the hot water flows in the first heat exchange pipe 110 and collects the waste heat from the relevant heat sources in the vehicle, it is transported to the low-pressure steam power generation unit 200 through the high-temperature water pipe 300. At this time, the temperature of the hot water is approximately 100°C. The housing 250 of the low-pressure steam power generation unit 200 has a second heat exchange pipe 24 that runs through it. 0. When the hot water passes through the second heat exchange pipe 240, it transfers heat to the steam chamber 220 and heats the water in the steam chamber 220 to produce steam. Since the boiling point of the water in the steam chamber 220 is 50°C, the temperature of the hot water is sufficient to heat the water in the steam chamber 220 to the boiling point and continuously produce steam. The steam enters the turbine mounting cavity 215 through the steam channel 260 in the middle of the steam chamber 220 to drive a pair of steam turbine generators 210 to generate electricity. Then the steam condenses into condensate and flows back to the steam chamber 220 through the waste water return channels 270 on both sides, and the cycle repeats to generate electricity.

[0113] In other words, inside the vehicle, a heat exchange assembly 100 has a first heat exchange pipe 110, a high-temperature water pipe 300, a second heat exchange pipe 240 in a low-pressure steam power generation assembly 200, and a low-temperature water pipe 400, which together form a complete large circulation pipeline. The hot water in the large circulation pipeline first collects and carries away the heat from multiple heat exchange units, becoming high-temperature hot water that flows to the second heat exchange pipe 240. After heating the chamber water in the steam chamber 220, it becomes low-temperature hot water and then flows back to the first heat exchange pipe 110. There is a small loop inside the low-pressure steam power generation unit 200. The water in the steam chamber 220 of the low-pressure steam power generation unit 200 is heated and boiled to generate steam, which drives the steam turbine generator 210 to generate electricity. After that, it becomes condensate and returns to the steam chamber 220, and the loop is formed in sequence. Therefore, the large loop pipe collects and removes the waste heat of the vehicle, and then transfers it to the low-pressure steam power generation unit 200 to generate electricity. This not only collects and removes the waste heat generated by the vehicle's heat source, but also uses the waste heat to generate electricity and utilize the waste heat to increase the power capacity of the vehicle's power battery.

[0114] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to that embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details are included in the above description, and this utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0115] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0116] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model 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 the utility model.

[0117] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0118] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" 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 can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0119] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A vehicle waste heat management system, characterized in that, include: A heat exchange assembly, comprising multiple heat exchange units disposed inside the vehicle and exchanging heat with multiple heat sources inside the vehicle, wherein the multiple heat exchange units are sequentially connected through a first heat exchange pipeline; A low-pressure steam power generation assembly is installed inside a vehicle and includes a steam turbine generator and a steam generator. The steam generator includes a closed steam chamber and a low-pressure generator that generates a low-pressure working environment within the steam chamber. The steam chamber is filled with water and has a second heat exchange pipe extending through opposite ends of the steam chamber. The side wall of the steam chamber has an air outlet and a water return outlet. The air outlet is connected to the steam inlet of the steam turbine generator, and the water return outlet is connected to the condensate outlet of the steam turbine generator. The steam turbine generator is electrically connected to a power battery. A high-temperature water pipe, wherein the inlet of the high-temperature water pipe is connected to the outlet of the first heat exchange pipe of the heat exchange assembly, and the outlet of the high-temperature water pipe is connected to the inlet of the second heat exchange pipe of the low-pressure steam power generation assembly. A low-temperature water pipe, the inlet of which is connected to the outlet of the second heat exchange pipe of the low-pressure steam power generation assembly, and the outlet of which is connected to the inlet of the first heat exchange pipe of the heat exchange assembly; wherein The first heat exchange pipe, the high-temperature water pipe, the second heat exchange pipe, and the low-temperature water pipe are connected in sequence and circulate hot water. The hot water flows through the second heat exchange pipe and heats the chamber water in the steam chamber to produce steam. The steam drives the steam turbine generator.

2. The vehicle waste heat management system as described in claim 1, characterized in that, The plurality of heat exchange units are arranged at intervals within the vehicle; wherein Two adjacent heat exchange units are connected in series or in parallel through the first heat exchange pipeline; and When the first heat exchange pipeline is connected to the plurality of heat exchange units, the heat exchange water flows in the first heat exchange pipeline in the direction from the low heat exchange unit to the high heat exchange unit.

3. The vehicle waste heat management system as described in claim 2, characterized in that, The plurality of heat exchange units include heat exchange groups for the cabin heat exchange unit, heat exchange groups for the power battery assembly, heat exchange groups for the drive motor assembly, heat exchange groups for the charging and distribution unit, heat exchange groups for the engine unit, and heat exchange groups for the exhaust pipe unit; wherein The heat exchange groups of the cockpit heat exchange unit, the power battery assembly, the drive motor assembly, the charging and distribution unit, the engine unit, and the exhaust pipe unit are connected in series via the first heat exchange pipeline; and In the flow direction of the hot water, the heat exchange group of the cabin heat exchange unit is located on the upstream side of the heat exchange assembly, and the heat exchange group of the exhaust pipe unit is located on the downstream side of the heat exchange assembly.

4. The vehicle waste heat management system as described in claim 3, characterized in that, The heat exchange group of the power battery assembly includes a power battery heat exchange group, a range extender electronic control unit heat exchange group, and a range extender generator heat exchange group; wherein The range extender electronic control unit heat exchange group is connected in series with the range extender generator heat exchange group through the first heat exchange pipeline, and the power battery heat exchange group is connected in parallel with both the range extender electronic control unit heat exchange group and the range extender generator heat exchange group through the first heat exchange pipeline; and In the flow direction of the hot water, the heat exchange group of the drive motor assembly includes a drive motor electronic control heat exchange group and a drive motor heat exchange group located downstream of the heat exchange group of the power battery assembly and connected in series.

5. The vehicle waste heat management system as described in claim 1, characterized in that, The low-pressure steam power generation assembly also includes a housing, within which the steam chamber and the steam turbine generator are arranged side-by-side; wherein In the height direction of the casing, the steam turbine generator is located above the steam chamber; and In the height direction of the housing, the second heat exchange pipe is located in the middle of the steam chamber and extends through the housing along the width direction of the housing.

6. The vehicle waste heat management system as described in claim 5, characterized in that, The steam turbine generator includes a steam turbine section and a power generation section connected to each other; wherein In the height direction of the housing, a turbine mounting cavity is also provided above the steam chamber. The steam turbine is rotatably mounted in the turbine mounting cavity. The power generation unit is located on one side of the steam turbine in the width direction of the housing and is drivenly connected to the steam turbine. The power generation unit is electrically connected to the power battery via a high-voltage line. The low-pressure generator includes a vacuum pump, which is disposed on one side of the housing. The vacuum pump ensures that the pressure of the low-pressure working environment in the steam chamber is less than atmospheric pressure.

7. The vehicle waste heat management system as described in claim 6, characterized in that, The lower part of the turbine mounting cavity is provided with the steam inlet and the condensate outlet, and the upper part of the steam chamber is provided with a steam passage and a waste water return passage; wherein The two ends of the steam passage are respectively connected to the air outlet of the steam chamber and the steam inlet of the turbine mounting cavity; The two ends of the waste water return channel are respectively connected to the condensate outlet of the turbine mounting cavity and the return water port of the steam chamber; The chamber water in the steam chamber is heated by the second heat exchange pipeline to generate steam. The steam flows into the turbine mounting cavity through the steam channel and is cooled into condensate after driving the steam turbine to rotate and generate electricity. The condensate flows back to the steam chamber through the waste water return channel.

8. The vehicle waste heat management system as described in claim 7, characterized in that, The steam passage is located in the middle of the steam chamber and extends toward the turbine mounting cavity in the width direction of the shell. Two waste water return passages are provided and are symmetrically located on both sides of the steam passage in the width direction of the shell. A pair of steam turbine generators are provided inside the turbine mounting cavity. The pair of steam turbine generators are symmetrically arranged with respect to the steam passage in the width direction of the housing and are respectively located above one of the corresponding waste water return passages.

9. The vehicle waste heat management system as described in claim 8, characterized in that, Within the turbine mounting cavity, along the height direction of the housing, the height of the steam inlet is higher than the height of the condensate outlet.

10. A vehicle, characterized in that, The vehicle waste heat management system includes any one of claims 1 to 9, wherein the low-pressure steam power generation component of the vehicle waste heat management system is disposed in the front compartment of the vehicle.

Images