LNG transportation means based on cold-energy utilization

Abstract

The present invention relates to the technical field of refrigerator vehicles, and provides a cold-energy utilization system and a refrigerator vehicle. The cold-energy utilization system is used in the refrigerator vehicle, on which a refrigerated compartment and an engine are provided. The cold-energy utilization system comprises an LNG storage tank, a refrigerant storage tank, a first heat exchanger, a second heat exchanger, and a natural-gas buffer tank, wherein the LNG storage tank is connected to a refrigerant inlet of the first heat exchanger, a refrigerant outlet of the first heat exchanger is connected to a refrigerant inlet of the second heat exchanger, and a refrigerant outlet of the second heat exchanger is connected to the natural-gas buffer tank; the refrigerant storage tank is connected to both a heating medium inlet and a heating medium outlet of the first heat exchanger, and a refrigerant in the refrigerant storage tank is used for absorbing the cold of an LNG circulating in the first heat exchanger and releasing the absorbed cold into the refrigerated compartment; and a cooling water system of the engine is connected to both a heating medium inlet and a heat medium outlet of the second heat exchanger. In the cold-energy utilization system, gradient utilization of LNG cold energy is achieved, eliminating the need for fuel- or gas-powered mechanical refrigeration to cool the compartment, thereby reducing the costs.

Description

An LNG transportation tool based on cold energy utilization Technical Field

[0001] The present invention belongs to the technical field of refrigerated trucks, and in particular relates to a cold energy utilization system and a refrigerated truck. Background Art

[0002] As environmental awareness continues to grow, national regulations on exhaust emissions from fuel-powered vehicles are becoming increasingly stringent. Natural gas, due to its low pollution and high calorific value, is a clean alternative fuel for vehicles and has become a major trend in automotive fuel development. Traditional mechanical refrigerated trucks, or cold plate refrigerated trucks, typically rely on the engine consuming fuel to power the refrigeration unit. This refrigeration process consumes significant amounts of chemical energy from petroleum, and high fuel costs lead to higher transportation costs. Summary of the Invention

[0003] To address the above technical problems in the prior art, the present invention provides a cold energy utilization system and a refrigerated truck. The cold energy utilization system realizes the cascade utilization of LNG cold energy, eliminates the need for oil- or steam-consuming mechanical refrigeration for vehicle compartment cooling, and reduces costs.

[0004] The technical solution adopted in the embodiment of the present invention is:

[0005] A cold energy utilization system is used on a refrigerated truck, wherein the refrigerated truck is provided with a refrigerated compartment and an engine. The cold energy utilization system includes an LNG storage tank, a refrigerant storage tank, a first heat exchanger, a second heat exchanger, and a natural gas buffer tank.

[0006] The LNG storage tank is connected to the refrigerant inlet of the first heat exchanger, the refrigerant outlet of the first heat exchanger is connected to the refrigerant inlet of the second heat exchanger, and the refrigerant outlet of the second heat exchanger is connected to the natural gas buffer tank;

[0007] The refrigerant storage tank is respectively connected to the heat medium inlet and the heat medium outlet of the first heat exchanger. The refrigerant in the refrigerant storage tank is used to absorb the cold energy of the LNG circulating in the first heat exchanger and release the absorbed cold energy into the refrigerated compartment; the cooling water system of the engine is respectively connected to the heat medium inlet and the heat medium outlet of the second heat exchanger.

[0008] Furthermore, the cold energy utilization system also includes an air cooler, which includes a refrigerant coil and a fan. The refrigerant coil is arranged between the heat medium outlet of the first heat exchanger and the refrigerant storage tank. The fan is used to guide the airflow to exchange heat with the refrigerant coil, absorb the cold energy of the refrigerant circulating in the refrigerant coil, and blow the airflow after heat exchange into the refrigerated compartment.

[0009] Furthermore, the cold energy utilization system also includes a defrost system, which includes a defrost storage tank. The defrost storage tank stores a defrost agent. The defrost storage tank is connected to the refrigerant coil through a circulation pipeline, and a defrost pump is provided on the circulation pipeline.

[0010] Furthermore, the first heat exchanger and the second heat exchanger are respectively wound tube heat exchangers;

[0011] And / or, the refrigerant in the refrigerant storage tank is an inorganic aqueous solution or an organic aqueous solution;

[0012] And / or, the defrost agent in the defrost storage tank is ethylene glycol.

[0013] Furthermore, the natural gas buffer tank is connected to the fuel port of the engine.

[0014] Furthermore, a filter, a refrigerant pump and a check valve are sequentially provided on the pipeline connecting the refrigerant storage tank and the heat medium inlet of the first heat exchanger.

[0015] Furthermore, the cold energy utilization system also includes a bypass for connecting the LNG storage tank and the refrigerant inlet of the second heat exchanger. A first solenoid valve is provided on the main line connecting the LNG storage tank and the refrigerant inlet of the first heat exchanger, and a second solenoid valve is provided on the bypass.

[0016] Furthermore, the cold energy utilization system further includes a first thermometer and a control system, wherein the first thermometer, the first solenoid valve and the second solenoid valve are electrically connected to the control system respectively;

[0017] The first thermometer is provided at the outlet of the refrigerant storage tank, and is used to detect the temperature of the refrigerant, and sends a first control signal to the control system when the temperature of the refrigerant is higher than a first temperature, and sends a second control signal to the control system when the temperature of the refrigerant is lower than a second temperature;

[0018] The control system is configured to open the first solenoid valve and close the second solenoid valve in response to the first control signal, and to open the second solenoid valve and close the first solenoid valve in response to the second control signal.

[0019] Furthermore, the cold energy utilization system also includes a second thermometer, a backup refrigeration system and a control system, and the second thermometer, the air cooler and the backup refrigeration system are respectively connected to the control system; the second thermometer is arranged in the refrigerated compartment to detect the temperature in the refrigerated compartment; the backup refrigeration system is used to assist in cooling the refrigerated compartment.

[0020] A refrigerated truck comprises a refrigerated compartment and an engine, and also comprises a cold energy utilization system as described in any one of the above embodiments.

[0021] Compared with the prior art, the embodiments of the present invention have the following advantages:

[0022] In the cold energy utilization system of the present invention, the first heat exchanger and the second heat exchanger are arranged in series, which realizes the cascade utilization of LNG cold energy. LNG first releases high-grade cold energy to the refrigerant system through the first heat exchanger, and then releases low-grade cold energy to the engine cooling water system through the second heat exchanger. This not only ensures the stability of the fuel supply of LNG refrigerated trucks, but also improves the utilization rate of LNG cold energy and reduces the overall energy consumption. Furthermore, by using LNG cold energy to supply cooling to the refrigerated truck compartment, there is no need to consume oil or steam to drive mechanical refrigeration for compartment cooling, which improves the efficiency of the overall system and reduces the overall system investment.

[0023] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In the drawings, which are not necessarily drawn to scale, the same reference numerals may describe similar components in different views. The same reference numerals with letter suffixes or different letter suffixes may represent different instances of similar components. The accompanying drawings generally illustrate various embodiments by way of example and not limitation, and together with the description and claims, serve to illustrate the disclosed embodiments. Where appropriate, the same reference numerals are used throughout the drawings to refer to the same or similar parts. Such embodiments are illustrative and are not intended to be exhaustive or exclusive of the embodiments of the present apparatus or method.

[0025] FIG1 is a schematic structural diagram of a cold energy utilization system according to an embodiment of the present invention;

[0026] FIG2 is a schematic structural diagram of a refrigerated truck according to an embodiment of the present invention.

[0027] In the figure: 1-LNG storage tank; 2-first heat exchanger; 3-second heat exchanger; 4-natural gas buffer tank; 5-engine; 6-air cooler; 7-refrigerant storage tank; 8-filter; 9-refrigerant pump; 10-check valve; 11-first solenoid valve; 12-second solenoid valve; 13-defrost pump, 14-defrost storage tank, 15-first thermometer, 16-second thermometer; 17-refrigerated compartment. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the technical solutions of the embodiments of the present invention, the present invention is described in detail below with reference to the accompanying drawings and specific implementation methods.

[0029] Unless otherwise defined, the technical or scientific terms used in this disclosure should have the usual meanings understood by persons of ordinary skill in the field to which this disclosure belongs. The words "first", "second" and similar terms used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "include" or "comprise" mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0030] The embodiment of the present invention provides a cold energy utilization system for a refrigerated truck, which is provided with a refrigerated compartment 17 and an engine 5. The refrigerated compartment 17 is used to place materials that need to be refrigerated.

[0031] As shown in FIG1 , the cold energy utilization system of this embodiment further includes an LNG storage tank 1 , a refrigerant storage tank 7 , a first heat exchanger 2 , a second heat exchanger 3 and a natural gas buffer tank 4 .

[0032] Among them, the outlet of the LNG storage tank 1 is connected to the refrigerant inlet of the first heat exchanger 2, the refrigerant inlet of the second heat exchanger 3 is connected to the refrigerant outlet of the first heat exchanger 2, and the refrigerant outlet of the second heat exchanger 3 is connected to the natural gas buffer tank 4.

[0033] The refrigerant storage tank 7 is respectively connected to the heat medium inlet and the heat medium outlet of the first heat exchanger 2. The refrigerant storage tank 7 is used to store refrigerant. The refrigerant in the refrigerant storage tank 7 can flow into the heat medium channel in the first heat exchanger 2 to exchange heat with the LNG flowing into the first heat exchanger 2, thereby absorbing the cold energy of the LNG and releasing the absorbed cold energy into the refrigerated compartment 17, thereby lowering the temperature in the refrigerated compartment 17. Finally, the refrigerant after releasing the cold energy flows into the refrigerant storage tank 7 again to form a cycle.

[0034] The cooling water system of the engine 5 is respectively connected to the heat medium inlet and heat medium outlet of the second heat exchanger 3, and can be used to inject cooling water into the heat medium channel of the second heat exchanger 3. The cooling water can exchange heat with the LNG flowing into the second heat exchanger 3, thereby further absorbing the cold energy of the LNG.

[0035] The cold energy utilization system of the embodiment of the present invention realizes the cascade utilization of LNG cold energy. LNG first releases high-grade cold energy to the refrigerant system through the first heat exchanger 2, and then releases low-grade cold energy to the cooling water system of the engine 5 through the second heat exchanger 3, thereby improving the utilization rate of LNG cold energy and reducing the overall energy consumption. Furthermore, by using LNG cold energy to supply cooling to the refrigerated truck compartment, there is no need to consume oil or steam to drive mechanical refrigeration for compartment cooling, which improves the efficiency of the overall system and reduces the overall system investment.

[0036] Furthermore, the refrigerant and LNG undergo heat exchange in first heat exchanger 2, with the high-quality cold energy carried away by the refrigerant for cooling refrigerated compartment 17. Cooling water and natural gas undergo heat exchange in second heat exchanger 3, with the low-quality cold energy carried away by the cooling water for cooling engine 5. The series arrangement of first and second heat exchangers 2 and 3 ensures a stable fuel supply for LNG refrigerated trucks. The required inlet temperature for engine 5 is approximately 40°C, and heating by the refrigerant first and then by the engine cooling water fully maintains the fuel gas supply temperature.

[0037] The refrigerant tank 7 in this embodiment can store cold. When the cooling capacity released by LNG equals the cooling capacity required by the refrigerated compartment 17, the cooling capacity is balanced. However, since the engine 5 is not fully operational during driving, the LNG supply may be excessive or insufficient, causing the LNG cooling capacity to fluctuate. In this case, the refrigerant tank 7 balances the cooling capacity. When there is excess cooling capacity, the cooling capacity is absorbed by the sensible heat in the refrigerant tank 7. When there is insufficient cooling capacity, the cooling capacity is released by the low-temperature refrigerant stored in the refrigerant tank 7.

[0038] In some other embodiments, cold storage can be achieved by utilizing the latent heat of the refrigerant in the refrigerant tank. For example, when the refrigerant in the refrigerant tank is an inorganic salt solution, the latent heat of the inorganic salt solution can be utilized to store cold. When there is excess cold, the inorganic salt solution converts from a liquid phase to a solid phase to store cold. When there is insufficient cold, the inorganic salt solution converts from a solid phase to a liquid phase to release cold.

[0039] As shown in Figure 1, in some embodiments, the cold energy utilization system further includes an air cooler 6, which includes a refrigerant coil and a fan. The refrigerant coil is disposed between the heat medium outlet of the first heat exchanger 2 and the refrigerant storage tank 7. The refrigerant flowing out of the first heat exchanger 2 can flow back into the refrigerant storage tank 7 through the refrigerant coil for storage.

[0040] The fan is used to guide the air flow to exchange heat with the refrigerant coil to absorb the coldness of the refrigerant circulating in the refrigerant coil. The air flow after heat exchange is cooled and blown into the refrigerated compartment 17, thereby quickly cooling the refrigerated compartment 17.

[0041] The cold energy utilization system of this embodiment is arranged in the refrigerated compartment 17 . Preferably, the cold energy utilization system is arranged in the refrigerated compartment 17 so that the cold energy of the refrigerant in the refrigerant coil can be directly transferred to the refrigerated compartment 17 .

[0042] As shown in Figure 1, the cold energy utilization system also includes a defrost system. As the temperature in the refrigerated compartment 17 gradually decreases, water in the ambient air precipitates and forms frost on the outer tube wall of the refrigerant coil. As the refrigeration time increases, the frost layer gradually thickens on the surface of the evaporator, gradually reducing the heat transfer efficiency of the air cooler 6, which in turn seriously affects the cooling effect. The defrost system removes frost from the outer surface of the refrigerant coil, thereby increasing the heat exchange efficiency of the air cooler 6 and the cooling effect of the refrigerant circulation.

[0043] In some embodiments, the defrost system includes a defrost tank 14 and a defrost pump 13. The defrost tank 14 stores a defrost agent, and the temperature of the defrost agent is higher than the temperature of the refrigerant. The defrost tank 14 is connected to the refrigerant coil of the air cooler 6 through a circulation pipeline. The defrost pump 13 is arranged on the circulation pipeline. The defrost pump 13 can pump the defrost agent in the defrost tank 14 into the refrigerant coil, and by heating the refrigerant coil, remove the frost layer on the surface of the refrigerant coil, thereby improving the heat transfer efficiency of the air cooler 6 and thereby improving the reliability of the system.

[0044] A valve for controlling the on-off of the circulation pipeline between the defrost storage tank 14 and the refrigerant coil can be provided. When the refrigerant coil is performing normal refrigeration work, the valve on the circulation pipeline is closed to prevent the refrigerant from flowing into the defrost storage tank 14. At the same time, when the refrigerant coil needs to be defrosted, the valve on the circulation pipeline is opened to prevent the defrost agent from flowing into the refrigerant storage tank 7.

[0045] In normal mode, LNG is self-pressurized from the LNG storage tank 1, passes through the first solenoid valve 11, enters the first heat exchanger 2, exchanges heat with the refrigerant, and then becomes a low-temperature gas. The LNG then enters the second heat exchanger 3, exchanges heat with the cooling water in the cooling water system, and then enters the buffer tank 4. The engine 5 is supplied with air according to the actual instructions of the ECU on the refrigerated truck. When the temperature of the defrost agent is too low, the bypass mode is activated, the first solenoid valve 11 is closed, and the second solenoid valve 12 is opened. The LNG is self-pressurized and directly passes through the second solenoid valve 12, enters the second heat exchanger 3, exchanges heat with the cooling water, and then enters the buffer tank 4. The engine 5 is supplied with air according to the actual instructions of the vehicle ECU.

[0046] Preferably, the defrost system of the embodiment of the present invention can be arranged outside the refrigerated compartment 17, and the defrost storage tank 14 is exposed to the outside. The defrost agent stored therein is close to the outdoor temperature, which is much higher than the temperature of the refrigerant flowing into the refrigerant coil. In this way, the defrost agent is directly input into the refrigerant coil to defrost the refrigerant coil.

[0047] Of course, in other implementations, the refrigerant coil can also be defrosted in other ways, such as electric defrosting. Specifically, a resistance heater can be installed on the refrigerant coil to defrost the refrigerant coil by heating the refrigerant coil.

[0048] In some embodiments, the first heat exchanger 2 and the second heat exchanger 3 can be wound-tube heat exchangers or plate heat exchangers, respectively. Wound-tube heat exchangers have a buffer volume to prevent icing, while plate heat exchangers offer high heat transfer efficiency and a compact size. Wound-tube heat exchangers can further prevent icing by using an intermediate medium for indirect heat transfer.

[0049] In some embodiments, the refrigerant in the refrigerant storage tank 7 is an inorganic aqueous solution or an organic aqueous solution. The inorganic aqueous solution may be a solution with a low freezing point and strong corrosiveness, such as magnesium chloride or calcium chloride. An organic aqueous solution is preferably an ethylene glycol aqueous solution, which has a lower freezing point and is less corrosive and is commonly used as an antifreeze solution in vehicles.

[0050] The ratio of refrigerant (i.e. freezing point) should be controlled within a certain range. If the freezing point is selected too high, above -20℃, the cabin will not achieve the target cooling effect. If the freezing point is selected too low, above -25℃, the refrigerant will not absorb enough cold from LNG and cannot meet the cabin cooling supply demand.

[0051] Preferably, the defrost agent in defrost storage tank 14 of this embodiment can also be an ethylene glycol solution. During the cooling process, air cooler 6 absorbs heat, lowering the ambient temperature. This also causes water in the ambient air to precipitate, forming a frost layer on the surface of the evaporator. This frost layer gradually thickens on the evaporator surface as the cooling time increases. This structure gradually reduces the heat transfer efficiency of air cooler 6, severely affecting cooling. Using an ethylene glycol defrost system can remove the frost layer on the evaporator surface, improve the heat transfer efficiency of the air cooler, and thus enhance system reliability.

[0052] As shown in Figure 1, the natural gas buffer tank 4 of this embodiment is connected to the fuel port of the engine 5. After the LNG is cooled and flows into the natural gas buffer tank 4, the refrigerated truck can burn and supply gas to the engine 5 according to the actual instructions of the vehicle's ECU to provide a power source for the refrigerated truck.

[0053] In some embodiments, a filter 8, a refrigerant pump 9, and a check valve 10 are sequentially provided on the pipeline connecting the refrigerant storage tank 7 and the heat medium inlet of the first heat exchanger 2. The refrigerant pump 9 is used to pump the refrigerant in the refrigerant storage tank 7 into the first heat exchanger 2, the filter 8 is used to remove impurities in the refrigerant, and the check valve 10 can prevent the refrigerant from flowing back.

[0054] As shown in FIG. 1 , in some embodiments, the cold energy utilization system further includes a bypass for connecting the LNG storage tank 1 and the refrigerant inlet of the second heat exchanger 3 .

[0055] A first solenoid valve 11 is provided on the main line connecting the LNG storage tank 1 and the refrigerant inlet of the first heat exchanger 2, and a second solenoid valve 12 is provided on the bypass line. The opening and closing of the two solenoid valves can correspondingly open and close the corresponding pipelines.

[0056] The bypass connects to the main line upstream of the first solenoid valve 11. When LNG cooling energy utilization mode is activated, the first solenoid valve 11 is opened and the second solenoid valve 12 is closed. LNG flows sequentially into the first heat exchanger 2 and then into the second heat exchanger 3, gradually releasing its cooling energy. When LNG cooling energy is no longer needed, the first solenoid valve 11 can be closed and the second solenoid valve 12 opened. In this case, LNG does not flow into the first heat exchanger 2, but directly into the second heat exchanger 3, exchanging heat with the cooling water of the engine 5.

[0057] Whether to start the LNG cold energy utilization mode can be determined by the refrigerant outlet temperature of the refrigerant storage tank 7.

[0058] Specifically, in this embodiment, a first thermometer 15 may be provided at the outlet of the refrigerant storage tank 7. The first thermometer 15 can be used to detect the outlet temperature of the refrigerant in the refrigerant storage tank 7. When the first thermometer 15 detects that the outlet temperature of the refrigerant is higher than a first temperature (e.g., -35°C), it indicates that the LNG supply of cooling capacity is insufficient. In this case, the first solenoid valve 11 can be opened and the second solenoid valve 12 can be closed to fully absorb the cooling capacity of the LNG through the first heat exchanger 2. When the first thermometer 15 detects that the outlet temperature of the refrigerant is lower than a second temperature (e.g., -35°C), it indicates that the LNG supply of cooling capacity is excessive. In this case, the first solenoid valve 11 can be closed and the second solenoid valve 12 can be opened. The refrigerant flowing out of the refrigerant storage tank 7 can directly enter the refrigerant coil to release cooling energy.

[0059] In some embodiments, the cold energy utilization system further includes a control system, which is connected to the first thermometer 15, the first solenoid valve 11, and the second solenoid valve 12, respectively. The control system opens or closes the two solenoid valves in response to a control signal sent by the first thermometer 15. Specifically, when the outlet temperature of the refrigerant detected by the first thermometer 15 is higher than a first temperature, a first control signal is sent to the control system, and the control system responds to the first control signal to open the first solenoid valve 11 and close the second solenoid valve 12; when the outlet temperature of the refrigerant detected by the first thermometer 15 is lower than a second temperature, a second control signal is sent to the control system, and the control system responds to the second control signal to close the first solenoid valve 11 and open the second solenoid valve 12.

[0060] The control system in the cold energy utilization system can adopt the electronic control system on the refrigerated truck, or a separate control system can be set up.

[0061] In some embodiments, the cold energy utilization system further includes a second thermometer 16 and a backup refrigeration system. The second thermometer 16, the air cooler 6 and the backup refrigeration system are respectively connected to the control system in the cold energy utilization system.

[0062] The backup refrigeration system is used to assist in cooling the refrigerated compartment 17. It is primarily used to cool the refrigerated truck during parking and starting, and as a supplemental cooling method when the LNG cooling system is insufficient at idle. Backup refrigeration systems are known in the art and will not be described in detail in this embodiment.

[0063] The second thermometer 16 is arranged in the refrigerated compartment 17, and is used to detect the temperature in the refrigerated compartment 17, and sends a third control signal to the control system in the cold energy utilization system according to the temperature in the refrigerated compartment 17. The control system will turn on or off the air cooler 6 in response to the third control signal.

[0064] Specifically, taking the parking period as an example, since the refrigerated truck is in a stalled state after parking and does not require LNG, the refrigerant in the refrigerant tank 7 cannot absorb the cold energy of the LNG, and thus cannot continue to cool the refrigerated compartment 17. The refrigerant in the refrigerant tank 7 will remain at a certain low temperature. When the temperature in the refrigerated compartment 17 falls below a certain temperature, such as -21°C, the control system will automatically shut down the air cooler 6. Since the air cooler 6 is shut down, the temperature in the refrigerated compartment 17 is no longer without the injection of cold energy. As the temperature in the refrigerated compartment 17 gradually rises, when the temperature in the refrigerated compartment 17 exceeds a certain temperature, such as -15°C, the control system will control the backup refrigeration system to turn on to achieve auxiliary cooling of the refrigerated compartment 17; when the temperature in the refrigerated compartment 17 falls below a certain temperature, such as -21°C, the control system will control the backup mechanical refrigeration system to turn off.

[0065] As shown in FIG2 , an embodiment of the present invention further provides a refrigerated vehicle, which may be a refrigerated box truck, a refrigerated container truck, a refrigerated semi-trailer, a refrigerated van, etc. The refrigerated vehicle is provided with a refrigerated compartment 17 and an engine 5 and a cold energy utilization system as described in any of the above embodiments.

[0066] The above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the scope of the present invention. The scope of protection of the present invention is defined by the claims. Those skilled in the art may make various modifications or equivalent substitutions to the present invention within the spirit and scope of protection of the present invention, and such modifications or equivalent substitutions shall also be deemed to fall within the scope of protection of the present invention.

Claims

1. A cold energy utilization system for a refrigerated truck, where the refrigerated truck is provided with a refrigerated compartment and an engine, and is characterized in that, The cold energy utilization system includes an LNG storage tank, a refrigerant storage tank, a first heat exchanger, a second heat exchanger, and a natural gas buffer tank; The LNG storage tank is connected to the refrigerant inlet of the first heat exchanger, the refrigerant outlet of the first heat exchanger is connected to the refrigerant inlet of the second heat exchanger, and the refrigerant outlet of the second heat exchanger is connected to the natural gas buffer tank; The refrigerant storage tank is respectively connected to the heat medium inlet and the heat medium outlet of the first heat exchanger. The refrigerant in the refrigerant storage tank is used to absorb the cold energy of the LNG flowing in the first heat exchanger and release the absorbed cold energy into the refrigerated carriage. The cooling water system of the engine is respectively connected to the heat medium inlet and the heat medium outlet of the second heat exchanger.

2. The cold energy utilization system according to claim 1, wherein The cold energy utilization system further includes a cold air blower, which includes a refrigerant coil and a blower. The refrigerant coil is arranged between the heat medium outlet of the first heat exchanger and the refrigerant storage tank. The blower is used to guide the air flow to exchange heat with the refrigerant coil to absorb the cold energy of the refrigerant flowing in the refrigerant coil, and blow the air flow after heat exchange into the refrigerated carriage.

3. The cold energy utilization system according to claim 2, wherein, The cold energy utilization system further includes a defrosting system, which includes a defrosting storage tank storing a defrosting agent. The defrosting storage tank is connected to the refrigerant coil through a circulation pipeline, and a defrosting pump is arranged on the circulation pipeline.

4. The cold energy utilization system according to claim 3, characterized in that, The first heat exchanger and the second heat exchanger are respectively wound tube heat exchangers; and / or, the refrigerant in the refrigerant storage tank is an inorganic aqueous solution or an organic aqueous solution; and / or, the defrosting agent in the defrosting storage tank is ethylene glycol.

5. The cold energy utilization system according to claim 1, wherein The natural gas buffer tank is connected to the fuel port of the engine.

6. The cold energy utilization system according to claim 1, wherein, A filter, a refrigerant pump, and a check valve are sequentially arranged on the pipeline connecting the refrigerant storage tank and the heat medium inlet of the first heat exchanger.

7. The cold energy utilization system according to claim 1, wherein, The cold energy utilization system further includes a bypass for connecting the LNG storage tank and the refrigerant inlet of the second heat exchanger. A first solenoid valve is arranged on the main pipeline connecting the LNG storage tank and the refrigerant inlet of the first heat exchanger, and a second solenoid valve is arranged on the bypass.

8. A cold energy utilization system according to claim 7, characterized in that, The cold energy utilization system further includes a first thermometer and a control system. The first thermometer, the first solenoid valve, and the second solenoid valve are respectively electrically connected to the control system; The first thermometer is arranged at the outlet of the refrigerant storage tank for detecting the temperature of the refrigerant. When the temperature of the refrigerant is higher than the first temperature, a first control signal is sent to the control system. When the temperature of the refrigerant is lower than the second temperature, a second control signal is sent to the control system; The control system is used to open the first solenoid valve and close the second solenoid valve in response to the first control signal, and open the second solenoid valve and close the first solenoid valve in response to the second control signal.

9. The cold energy utilization system according to claim 2, wherein, The cold energy utilization system further includes a second thermometer, a standby refrigeration system, and a control system. The second thermometer, the cold air blower, and the standby refrigeration system are respectively connected to the control system. The second thermometer is arranged in the refrigerated carriage for detecting the temperature in the refrigerated carriage. The standby refrigeration system is used for auxiliary refrigeration of the refrigerated carriage.

10. A refrigerated truck, comprising a refrigerated compartment and an engine, characterized in that, It also includes a cold energy utilization system according to any one of claims 1-9 above.

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