CN114654995A - Hybrid refrigerated truck configuration of coupling cold-electricity cogeneration type waste heat recovery system - Google Patents

Hybrid refrigerated truck configuration of coupling cold-electricity cogeneration type waste heat recovery system Download PDF

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Publication number
CN114654995A
CN114654995A CN202210313073.0A CN202210313073A CN114654995A CN 114654995 A CN114654995 A CN 114654995A CN 202210313073 A CN202210313073 A CN 202210313073A CN 114654995 A CN114654995 A CN 114654995A
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China
Prior art keywords
waste heat
truck
power
diesel engine
heat recovery
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Pending
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CN202210313073.0A
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Chinese (zh)
Inventor
石凌峰
姚禹
舒歌群
田华
王轩
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University of Science and Technology of China USTC
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University of Science and Technology of China USTC
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Publication of CN114654995A publication Critical patent/CN114654995A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3232—Cooling devices using compression particularly adapted for load transporting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/20—Refrigerated goods vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/06—Combinations of engines with mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/021—Cooling cylinders
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Sustainable Energy (AREA)
  • Health & Medical Sciences (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a hybrid refrigerated truck configuration coupled with a combined cooling and power supply type waste heat recovery system and an operation method thereof, which are applied to the field of cold chain transportation, wherein the truck comprises a hybrid driving system, a combined cooling and power supply type waste heat recovery system and a refrigerated truck body, the truck adopts the hybrid driving method to enable an engine and a motor to operate in a high-efficiency region, stabilize and improve the waste heat parameter of the engine, promote the waste heat recovery system to more fully and effectively recover the waste heat energy of cylinder sleeve water and waste gas from the engine, output the refrigerated truck to obtain the refrigerating capacity and electric energy, the refrigerating capacity output meets the cold load of truck air conditioning and goods refrigeration, can completely replace the truck air conditioning and an independent refrigerator, the electric energy meets the power demand of truck electrical equipment and supplements a power source in a hybrid pure electric driving mode, and comprehensively improves the overall efficiency and the primary energy utilization rate of the truck, the oil consumption of the whole vehicle is reduced, and the purposes of energy conservation and emission reduction are achieved.

Description

Hybrid refrigerated truck configuration of coupling cold-electricity cogeneration type waste heat recovery system
Technical Field
The invention belongs to the field of cold chain transportation, relates to a truck energy-saving system, and particularly relates to a hybrid refrigerated truck configuration coupled with a combined cold and power supply type waste heat recovery system.
Background
The work efficiency of the internal-combustion engine for the current vehicle is generally lower than 50%, a large amount of energy loss and carbon dioxide emission are caused, nearly half of energy is lost in the form of waste heat, the waste heat recovery technology of the internal-combustion engine can effectively recycle low-grade heat sources, the low-grade heat sources are converted into electric energy, and the waste heat recovery technology becomes a core technology for improving the primary energy utilization rate and the efficiency of the internal-combustion engine. However, the construction, the whole vehicle coupling and the operation optimization of the waste heat recovery device for the vehicle still have a large research space due to the limitation of transient pulsation characteristics of a heat source of the internal combustion engine for the vehicle and the requirements of compactness and miniaturization of the structure, and the design of the truck coupled with the waste heat recovery system also needs to meet the requirements of various energy forms.
On one hand, the waste heat recovery system generates a large amount of electric energy, and the generated surplus electric energy needs to be utilized by adopting a hybrid power configuration, so that the hybrid power configuration suitable for synergy of the refrigerated truck and the waste heat recovery system needs to be constructed. On the other hand, a large amount of extra energy is consumed in the refrigeration process of the refrigerated truck, the requirement of cold quantity can be met by establishing the waste heat recovery system of combined cooling and power, the additional energy consumption of refrigeration is avoided, and if the system is designed, how to establish the waste heat recovery system of combined cooling and power which meets the requirements of high compactness and integration level is also a great problem.
In view of the prior background and the current technical situation, the invention provides a combined cooling and power supply waste heat recovery system coupled with a hybrid refrigerated truck, which can realize the efficient utilization of waste heat and the cooperative management of various energy requirements, avoid the additional energy consumption of refrigeration, improve the working efficiency of the whole truck, reduce the fuel consumption, reduce the emission of carbon dioxide and relieve the energy crisis and environmental pollution.
Disclosure of Invention
The invention mainly aims to provide a design and control scheme of a hybrid refrigerated truck configuration coupled with a combined cooling and power supply type waste heat recovery system, which can generate electric power and cold energy by fully utilizing waste heat of an engine, wherein the electric power is used for driving a truck to run and supplying power to electrical equipment, the cold energy is used for refrigerating goods and refrigerating a cab air conditioner, and the truck and the waste heat recovery system are kept to operate in a high-efficiency region through hybrid power, so that waste heat parameters are stabilized, fuel is saved, the efficiency is improved, and the system adopts a compact integrated design to meet the requirement of truck miniaturization.
In order to achieve the purpose, the invention adopts the following technical scheme:
a hybrid refrigerated truck configuration coupled with a combined cooling and power waste heat recovery system comprises a hybrid drive system (2);
the hybrid power driving system (2) comprises a diesel engine (18), an electric-power generation motor (19), a second generator (20), an inverter (21), a power battery pack (22), a compound planetary gear set (23), a front axle (24), a rear axle (25), an engine clutch (26), an intermediate shaft driven gear (27), a main reduction gear (28), a differential gear (29), a transmission main shaft (30) and a brake braking device;
the brake braking device comprises a first brake braking device (31-1), a second brake braking device (31-2), a third brake braking device (31-3) and a fourth brake braking device (31-4);
the output of the front axle (24) is divided into two ends, the first end is connected with a first wheel, a first brake device (31-1) is connected in the hub of the first wheel, the other end of the front axle (24) is connected with a second wheel, and a second brake device (31-2) is connected in the hub of the second wheel;
the input end of the front axle (24) is sequentially connected with a differential gear (29), a main reduction gear (28), an intermediate shaft driven gear (27) and a compound planetary gear set (23); one end of the compound planetary gear set (23) is connected with the electric-power generation motor (19), and the other end of the compound planetary gear set (23) is connected with the second power generator (20);
the input end of the second generator (20) is connected with an engine clutch (26); the engine clutch (26) is connected with the diesel engine (18);
the output end of the second generator is connected with an inverter (21); the inverter (21) is connected with the power battery pack (22);
the compound planetary gear set (23) is connected with a rear axle (25) through a transmission main shaft (30);
one end of the rear axle (25) is connected with a third wheel, a third brake device (31-3) is connected in a third wheel hub, the other end of the rear axle (25) is connected with a fourth wheel, and a fourth brake device (31-4) is connected in a fourth wheel hub.
Further, the second generator (20) realizes the coupling and the decoupling of a second generator engine (20) and a transmission shaft between a clutch (26) and the hybrid compound planetary gear set (23) through a pressure plate type structure, when the state of charge (SOC) of the power battery pack (22) is lower than a set value (SOC <0.2), a pressure plate presses the transmission shaft, the second generator (20) is coupled to an engine power system, the torque of a diesel engine (18) transmitted by the engine clutch is used as a power source to drive the second generator (20) to operate, the generated power charges the power battery pack (22) through an inverter (21), and when the SOC reaches a set upper limit (SOC >0.5), the pressure plate is released, the second generator (20) is decoupled from the engine, the second generator (20) stops operating, and the charging stops.
Further, when the truck is running, the diesel engine (18) and the motor-generator motor (19) output torques on a programmed quota basis; the diesel engine (18) rotates, after the rotating speed is adjusted through the engine clutch (26), torque is transmitted to the compound planetary gear set (23), meanwhile, the electric-power generation motor (19) rotates to transmit torque to the compound planetary gear set, the compound planetary gear set (23) adjusts and distributes torque, the torque is transmitted to the main reduction gear (28) through the intermediate shaft driven gear (27) to be reduced, torque is increased, the transmission main shaft (30) is driven to rotate, the transmission main shaft (30) transmits torque to the differential gear (29) respectively, and the front axle (24) and the rear axle (25) are driven to enable tires to roll, and an automobile runs normally.
Further, the compound planetary gear set (23) changes the mutual motion relationship by changing fixed elements in the gear train, distributes the torque output by the diesel engine (18) and the electric-power-generating motor (19), changes the transmission ratio of the diesel engine (18), the electric-power-generating motor (19) and the transmission main shaft (30), adjusts the rotating speed of a power component or interrupts power transmission, and realizes the hybrid driving of the truck.
Further, the electric-power generation motor (19) is a permanent magnet type electric-power generation integrated machine, and the electric-power generation motor (19) comprises a motor permanent magnet stator and a permanent magnet rotor; when a power battery pack (22) inputs three-phase voltage to a permanent magnet stator coil of a motor to generate a rotating magnetic field, a permanent magnet rotor passively rotates under the action of repulsion at the same level and is presented as a motor, namely when the truck is electrically driven, electric power in the power battery pack (22) is converted into kinetic energy of the truck through rotation to be output; when the permanent magnet rotor rotates under the action of external force, current is induced in the three-phase coil of the permanent magnet stator and is presented as a generator, namely when the truck brakes, electromagnetic damping braking is generated to recover kinetic energy and generate power to be stored in the power battery pack (22).
Further, the configuration also comprises a combined cooling and power supply type waste heat recovery system (3). The combined cooling and power supply type waste heat recovery system comprises a preheater (32), a heat regenerator (33), a heater (34), a turbine (35), a condenser (36), a working medium pump (37), a liquid storage tank (38), a throttle valve (39), an evaporator (40), a compressor (41) and a waste heat recovery generator (42);
an outlet of a working medium side of the condenser (36) is connected with an inlet of a liquid storage tank (38), an outlet of the liquid storage tank (38) is connected with a first interface of a three-way control valve (v1) of the waste heat recovery system, a second interface of the three-way control valve (v1) of the waste heat recovery system is sequentially connected with a working medium pump (37), a preheater (32), a high-temperature side of a heat regenerator (33), a heater (34), a turbine (35) and a low-temperature side inlet of the heat regenerator (33), an outlet of the low-temperature side of the heat regenerator (33) is connected with the condenser (36) to form a closed loop of power sub-cycle, and a main shaft of the turbine (35) is connected with a main shaft of a waste heat recovery generator (42); a third interface of the waste heat recovery system three-way control valve (v1) is sequentially connected with a throttle valve (39), an evaporator (40) and an inlet of a compressor (41), and an outlet of the compressor is connected with a condenser (36) to form a closed loop of a refrigeration sub-cycle; inside the waste heat recovery system (3), the power sub-cycle and the refrigeration sub-cycle share a condenser (36) and a liquid storage tank (38).
Furthermore, the power sub-cycle refers to a cycle part for recovering waste heat and generating electric power, transcritical cycle is adopted, working media enter power cycle from a condenser (36) through a three-way control valve (v1) of a waste heat recovery system, the working media are pressurized by a working media pump (37) and then are sequentially heated to a supercritical state by a preheater (32), a heat regenerator (33) and a heater (34), the obtained high-temperature and high-pressure working media drive a turbine (35) to do work so as to drive a waste heat recovery generator (42) to rotate and generate power, the working media are cooled in the heat regenerator (33), and then the power cycle is completed after the working media are condensed by the condenser (36).
Furthermore, the refrigeration sub-cycle refers to a cycle part for generating refrigeration capacity, compression type refrigeration is adopted, working media enter the refrigeration cycle from a condenser (36) through a three-way control valve (v1) of a waste heat recovery system, are reduced in pressure through a throttle valve (39) to a two-phase region, are evaporated to a saturated gas state in an evaporator (40) and output refrigeration capacity, are pressurized to be overheated through a compressor (41), are mixed with high-temperature steam from a heat regenerator (33) of the power sub-cycle, and return to the condenser (36) to complete the refrigeration sub-cycle.
Further, the hybrid refrigerated truck configuration also includes an exhaust gas recirculation system (13). The exhaust gas recirculation system comprises an exhaust gas cooler and an exhaust gas recirculation valve (14); the exhaust gas cooler is connected with an inlet of the exhaust gas recirculation valve (14); the outlet of the exhaust gas recirculation valve (14) is divided into two paths, one path is sequentially connected with a diesel particle filter (15) and a selective catalytic reduction denitration system (16), and the other path is combined with an air pipeline and then connected to the inlet of a diesel engine cylinder.
Furthermore, a heater (34) in the waste heat recovery system and a waste gas cooler in the waste gas recirculation system (13) are integrated into a printing plate type heat exchanger, the cold end of the heat exchanger is a working medium of the waste heat recovery system, the hot end of the heat exchanger is flue gas, the working medium in the waste heat recovery system is heated to a supercritical state in the heat exchanger, and the flue gas is cooled to the temperature required by waste gas recirculation.
Further, the diesel engine (18) exhaust flow process is as follows: the exhaust gas of the diesel engine (18) is discharged from a cylinder of the diesel engine (18), the exhaust gas is cooled to the temperature required by exhaust gas recirculation through a waste heat recovery heater (34), the cooled exhaust gas is divided into two parts after passing through an exhaust gas recirculation system (13), one part of the exhaust gas is mixed with newly sucked air through an exhaust gas recirculation valve (14) and then is sent into the cylinder of the diesel engine (18) for combustion, and the other part of the exhaust gas is discharged to the environment after being treated by a diesel particle filter (15) and a selective catalytic reduction denitration system (16).
Furthermore, a condenser (36) and a water tank radiator (11) of the waste heat recovery system are both arranged at the vehicle head, and the condenser (36) and the water tank radiator (11) of the waste heat recovery system are both coupled with an electronic fan to realize air cooling heat exchange. In order to reduce the interference of high-temperature cylinder liner water of the diesel engine (18) on the condenser (36), the working medium side of a radiator (water tank radiator) of a truck cooling system is arranged in parallel with the cylinder liner water side of the diesel engine (18), and the high-temperature cylinder liner water of the diesel engine (18) is arranged on the side, far away from the fan, of the working medium. The water tank radiator (11) is a truck cooling system radiator.
Further, the liner water flow process of the diesel engine (18) is as follows: the cylinder liner water flows out from the diesel engine (18), passes through the first thermostat three-way control valve (v2), directly returns to the diesel engine (18) if the temperature is lower than the set temperature, the small circulation is completed, enters the waste heat recovery system preheater (32) for recovery and cooling if the temperature is higher than the set temperature, then flows into the second thermostat three-way control valve (v3), directly returns to the diesel engine (18) if the temperature is lower than the set temperature, the recovery circulation is completed, flows into the water tank radiator (11) to be cooled to the set temperature and then returns to the diesel engine (18) if the temperature is higher than the set temperature, and the recovery circulation and the large circulation are completed.
Further, the hybrid refrigerated truck configuration further comprises a truck electronic control unit, wherein the truck electronic control unit monitors the speed, the acceleration and the engine speed of the truck through an electronic speed and speed sensor, obtains the state of charge of the battery through measuring the current and the voltage of a power battery pack (22) through the sensor, and distributes the torque output of the electric-power generation motor (19) and the torque output of the diesel engine (18) through a compound planetary gear transmission (23) based on the data so as to complete the switching of five driving modes of the driving of the diesel engine (18), the driving of the electric-power generation motor (19) and the hybrid power, the braking recovery and the engine power generation.
Furthermore, the truck electronic control unit monitors the temperature of a cylinder liner of the diesel engine (18) through an electronic thermostat and the temperature of exhaust gas of the diesel engine (18) through a thermocouple temperature sensor of an exhaust pipeline at the outlet of the diesel engine (18), and adjusts a three-way control valve (v1) of the waste heat recovery system to control the start, stop and operation of power and refrigeration sub-cycle of the waste heat recovery system by taking the cylinder liner water and the exhaust temperature of the diesel engine (18) as indexes.
Furthermore, the electronic control unit of the truck monitors the current temperature in the carriage through a temperature sensor in the refrigerated carriage (7), judges the temperature difference with the target refrigeration temperature, determines the charge state of the battery by combining the current and the voltage of the power battery pack (22), and adjusts the flow rate of the secondary refrigerant entering the air conditioner (9) of the cab and the refrigeration heat exchanger (10) of the refrigerated carriage and the air supply amount of the fan through a refrigeration distribution control valve (v5) so as to control the refrigeration mode.
Furthermore, the truck electronic control unit monitors the temperature of a cylinder liner water of the diesel engine (18) through a diesel engine (18) outlet temperature sensor to control the opening of the electronic thermostat, and changes the cylinder liner water waste heat recycling condition and the operation strategy of the diesel engine (18) cooling system large-small circulation.
Further, the refrigerated truck can switch the driving mode of the truck according to different driving conditions, when the vehicle-mounted power battery pack electric quantity is higher than a set state of charge (SOC) (SOC >0.2), when starting, idling or low-speed (low-speed is lower than the set speed, and the speed of low-speed running is generally lower than 20km/h), the electric-power generation motor (19) is used for driving and running, when the vehicle runs at normal speed (the normal running refers to a set speed interval, and the speed of the normal running is generally 20-60 km/h), the vehicle is driven by using a diesel engine (18), and when the vehicle runs at accelerated speed or high speed (the high speed running refers to a speed higher than the set speed interval, and the speed of the high speed running is generally more than 60km/h), the vehicle is driven by using a hybrid power driving system (2), and the diesel engine and an electric-power generation motor (19) are jointly driven to realize the maximum acceleration and the performance; when the electric quantity of the vehicle-mounted power battery pack (22) is lower than a set state of charge value (SOC is less than 0.2), in order to ensure the normal operation of cargo refrigeration and truck electrical equipment, the diesel engine (18) drives the truck to run and drives the second generator (20) to run to charge the power battery pack (22); when the truck decelerates and brakes, the electric-power generation motor (19) can recover its braking energy and store it in the power battery pack (22) through the inverter (21).
Furthermore, the waste heat recovery refrigeration subsystem replaces the original truck air conditioner and refrigeration unit of the traditional refrigerated truck, the evaporator (40) outputs the cold energy required by the system, the cold end of the evaporator (40) is a working medium of the waste heat recovery system (3), the hot end of the evaporator is secondary refrigerant, the cold energy distribution is realized by controlling the flow of the secondary refrigerant entering the air conditioner (9) of the cab and the refrigerated truck (7), and the cold energy is output to the cab (6) and the refrigerated truck for air cooling.
Further, the hybrid refrigerated truck configuration further comprises a refrigerated truck body (1); the refrigerated truck body (1) comprises a refrigerated truck cab (6), a refrigerated carriage (7), a chassis (8), a cab air conditioner (9), a refrigerated carriage refrigeration heat exchanger (10), a water tank radiator (11), vehicle-mounted electrical equipment (12), a tail gas treatment system (5) and an oil tank (17).
Furthermore, the front part of the refrigerated truck body (1) is a refrigerated truck cab (6), a cab air conditioner (9) and vehicle-mounted electrical equipment (12) are arranged in the cab (6), and a water tank radiator (11) and a waste heat recovery system condenser (36) are arranged in the cab; the rear part of the refrigerated truck body is a refrigerated carriage (7), the front part of the refrigerated carriage (7) is provided with a refrigerated carriage refrigeration heat exchanger (10), and the carriage refrigeration heat exchanger (10) completes carriage refrigeration in an air cooling mode through a fan; the bottom of the refrigerated truck body (1) is a refrigerated truck chassis (8), and an oil tank (17) and a power battery pack (22) are arranged in the lower chassis of the refrigerated carriage (7) at the middle rear part of the truck.
Further, the exhaust gas treatment system (5) comprises an exhaust gas recirculation system (13), an exhaust gas recirculation valve (14), a diesel particulate filter (15) and a selective catalytic reduction denitration system (16). The outlet of the exhaust gas recirculation system (13) is divided into two paths, one path is connected with the exhaust gas recirculation valve (14), and the other path is sequentially connected with a diesel particle filter (15) and a selective catalytic reduction denitration system (16).
Furthermore, the hybrid power driving system (2) is arranged in a truck body chassis (8), the diesel engine (18) and the electric-power generation motor (19) are arranged in a lower chassis of a cab, and the first brake braking device (31-1), the second brake braking device (31-2), the third brake braking device (31-3) and the fourth brake braking device (31-4) are arranged in a wheel hub.
Further, an exhaust gas outlet of the diesel engine 18 is sequentially connected with the heater 34 and the exhaust gas recirculation system 13, the outlet of the exhaust gas recirculation system 13 is divided into two paths, one path is merged with the supplementary air pipeline through the exhaust gas recirculation valve 14 and then connected to an inlet of a cylinder of the diesel engine 18, and the other path is sequentially connected with the diesel particulate filter 15 and the selective catalytic reduction denitration system 16.
Further, the exhaust gas of the diesel engine 18 is discharged from the cylinder, and is cooled to the temperature required by the exhaust gas recirculation by the heater 34 of the waste heat recovery system, the cooled exhaust gas is divided into two parts by the exhaust gas recirculation system 13, one part of the exhaust gas is mixed with the newly sucked air by the EGR valve 14 and then is sent into the cylinder again for combustion, and the other part of the exhaust gas is discharged to the environment after being sequentially treated by the diesel particulate filter 15 and the selective catalytic reduction denitration system 16.
The invention provides a hybrid refrigerated truck configuration coupled with a combined cooling and power supply type waste heat recovery system, which can fully recover cylinder sleeve water of an engine and medium-low grade waste heat of waste gas, generate refrigerating capacity required by air conditioning of a cab and refrigeration of goods and generating capacity required by electrical equipment and electric drive of a truck, and has a main structure divided into three parts: the system comprises a refrigerated truck body, a hybrid power driving system and a combined cooling and power supply type waste heat recovery system. The refrigerated truck body is an integral frame of a truck structure, the hybrid power driving system is arranged on a chassis of a truck body, the engine and the motor are arranged below the cab, and the waste heat recovery system is arranged in the cab and the lower chassis of the refrigerated carriage and is highly coupled with the engine of the refrigerated truck, the truck-grade heat exchanger and the tail gas treatment device.
The hybrid refrigerated truck changes the transmission ratio of an engine, a motor and a main shaft, adjusts the rotating speed of a power component, distributes the torque output ratio of the motor-generator motor and the engine by changing the mechanical connection relation of the compound planetary gear set, and finally transmits the hybrid synthetic torque to a transmission main shaft and a drive axle to drive wheels to roll so as to realize hybrid driving. Through the above transmission system truck, the following driving modes can be realized according to the measured speed, acceleration, engine speed and state of charge (SOC) data: when the electric quantity of the vehicle-mounted power battery pack is higher than a set state of charge value (SOC >0.2), the vehicle-mounted power battery pack is driven by a motor to run at a starting, idling or low speed (the low speed is lower than a set speed, and the speed of low-speed running is generally lower than 20km/h), when the vehicle-mounted power battery pack is driven by a conventional running (the conventional running is in a set speed interval, and the speed of the conventional running is generally 20-60 km/h), the vehicle-mounted power battery pack is driven by an engine, and when the vehicle-mounted power battery pack is driven by an accelerating running or high-speed running (the high-speed running is higher than the set speed interval, and the speed of high-speed running is generally higher than 60km/h), the vehicle-mounted power battery pack is driven by the engine and the motor together to realize the maximum acceleration and the performance; when the electric quantity of the vehicle-mounted power battery pack is lower than a set state of charge value (SOC is less than 0.2), in order to ensure the normal operation of cargo refrigeration and truck electrical equipment, the engine drives the truck to run and drives the second generator to run to charge the battery; when the truck decelerates and brakes, the electric-to-generator motor can recover its braking energy and conserve it in the battery through an inverter.
Meanwhile, a waste heat recovery strategy is determined by a waste heat recovery system according to the cylinder sleeve water temperature and the exhaust gas temperature obtained by a thermocouple temperature sensor at the outlet of the engine, when a waste heat source meets recovery conditions (the general flue gas temperature is more than 220 ℃ and the cylinder sleeve water temperature is more than 80 ℃), a valve is opened, the cylinder sleeve water is introduced into a preheater, the exhaust gas is introduced into a heater to serve as a heat source, the waste heat recovery system is started, a working medium enters a power subsystem through a three-way control valve, is pressurized by a working medium pump, is heated by the preheater, a heat regenerator and the heater respectively, expands in a turbine to do work to drive a waste heat recovery generator (a third generator) to generate electricity, is cooled by the heat regenerator and then is mixed with a refrigerating sub-cycle working medium, and enters a liquid storage tank after being condensed by a condenser to complete circulation; the refrigerating sub-cycle working medium is throttled and depressurized by a three-way control valve through a throttle valve, refrigerating capacity is generated in an evaporator, the refrigerating capacity is pressurized by a compressor and then mixed with the power sub-cycle working medium, and the refrigerating sub-cycle working medium is condensed by a condenser and then enters a liquid storage tank to complete circulation. The power sub-cycle turbine drives the waste heat recovery generator (third generator) to generate electric power which is stored in the power battery pack through the inverter and is supplied to the electric drive of the automobile, the working medium pump, the compressor, the fan and other electric equipment for power supply. The refrigerating sub-circulation evaporator generates cold energy, the cold energy is conveyed to a cab air conditioner and a refrigerating carriage refrigerating heat exchanger through secondary refrigerant, and the cold energy is respectively conveyed to the cab and the refrigerating carriage through air supply of the electronic fan.
The invention has the following beneficial effects:
the hybrid power system comprehensively utilizes the complementary advantages of the motor and the engine, when the truck is in a low speed state, the motor is driven by pure electricity, the torque output of the motor is smooth, the acceleration response is good, and the motor works in a high-efficiency working range; at medium and high speed, the engine is driven by the engine, the engine is in a high-efficiency interval, the efficiency of the engine is improved, the waste heat is stable, the waste heat recovery is facilitated, the oil consumption of the truck is greatly reduced, and the exhaust emission is reduced; during rapid acceleration, the engine is used as a main drive, and the motor is used as an auxiliary drive, so that higher torque can be output, and higher driving requirements can be met; during deceleration, the electric power generation motor realizes energy recovery, and the utilization rate of primary energy is improved; when the electric quantity of the battery pack is lower than a set value, the engine drives the generator to charge the battery pack, and the hybrid stable operation of the truck is ensured.
After the hybrid power system is adopted, the continuous operation of the engine in a high-efficiency interval is facilitated, the water and exhaust of the cylinder sleeve of the engine are stable, the flow is kept stable, the high-efficiency operation of the waste heat recovery system is facilitated, the frequent fluctuation and starting and stopping of the working condition of the waste heat recovery system are avoided, and the service life of the waste heat recovery system is prolonged. The waste heat recovery system recovers waste heat to generate electric energy, and can meet the power source driven by hybrid power electric power after meeting the requirements of electrical equipment. The cold output of the waste heat recovery system meets the refrigeration requirements of the air conditioner and the refrigerator carriage in the cab. The integration and combination of multiple system components greatly reduce the system components, lighten the system mass and improve the compactness of the system. In general, the system reduces fuel consumption and exhaust emission, improves the efficiency of the whole vehicle and the utilization rate of primary energy, and meets the requirements of carbon neutralization and carbon peak reaching.
The hybrid refrigerated truck coupled with the combined cooling and power supply type waste heat recovery system has a compact structure, and has better practicability and great energy-saving potential.
Drawings
The figures shown are schematic diagrams of the implementation of the invention:
FIG. 1 is a schematic diagram of the layout of a main body of a hybrid refrigerated truck configuration of the coupled combined cooling and power cogeneration type waste heat recovery system;
FIG. 2 is a schematic diagram of the overall structure and operation process of the hybrid refrigerated truck configuration of the coupled combined cooling and power cogeneration type waste heat recovery system;
FIG. 3 is a schematic diagram of a hybrid refrigerated truck configuration hybrid power system and transmission configuration of the coupled combined cooling and power cogeneration type waste heat recovery system;
fig. 4 is a schematic diagram of the structure and the form of the coupled cold-heat source of the combined cooling and power supply type waste heat recovery system of the hybrid refrigerated truck configuration;
FIG. 5 is a schematic diagram of a hybrid refrigerated truck configuration mode switching and control strategy for the coupled combined cooling and power cogeneration heat recovery system;
wherein: 1-refrigerated truck body, 2-hybrid power driving system, 3-waste heat recovery system, 4-transmission system, 5-tail gas treatment system, 6-refrigerated truck cab, 7-refrigerated truck carriage, 8-chassis, 9-cab air conditioner, 10-refrigeration heat exchanger, 11-water tank radiator, 12-vehicle electrical equipment, 13-exhaust gas recirculation system, 14-exhaust gas recirculation valve, 15-diesel particle filter, 16-selective catalytic reduction denitration system, 17-oil tank, 18-diesel engine, 19-electric-power generator (or first generator), 20-second generator, 21-inverter, 22-power battery pack, 23-compound planetary gear set, 24-front axle (or first steering driving axle), 25-rear axle (or called second drive axle), 26-engine clutch, 27-intermediate shaft driven gear, 28-main reduction gear, 29-differential gear, 30-transmission main shaft, 31-1-first brake device, 31-2-second brake device, 31-3-third brake device, 31-4-fourth brake device, 32-preheater, 33-regenerator, 34-heater, 35-turbine, 36-condenser, 37-working medium pump, 38-liquid storage tank, 39-throttle valve, 40-evaporator, 41-compressor, 42-waste heat recovery generator (or called third generator), v 1-waste heat recovery system three-way control valve, v 2-first thermostat three-way control valve (small circulation), v 3-second thermostat three-way control valve (large cycle), v 4-turbine bypass control valve, v 5-refrigeration distribution control valve.
Detailed Description
The invention is described in detail below with reference to the figures and the embodiments. However, the following examples are only for explaining the present invention, the scope of protection of the present invention shall include the full contents of the claims, and the full contents of the claims of the present invention can be fully realized by those skilled in the art through the following descriptions of the examples.
Fig. 1 is a schematic diagram of the overall layout of a hybrid refrigerated truck configuration of the coupled cogeneration heat recovery system. As shown in fig. 1, the refrigerated truck configuration body structure includes: the system comprises a refrigerated truck body 1, a hybrid power driving system 2 and a combined cooling and power supply type waste heat recovery system 3. The refrigerated truck body 1 is a unitary frame of truck configuration, similar to a conventional refrigerated truck layout, comprising: an exhaust gas treatment system 5, a refrigerated truck cab 6, a refrigerated compartment 7, wheels, a chassis 8, a cab air conditioner 9, a refrigerated compartment refrigeration heat exchanger 10, a water tank radiator 11, onboard electrical equipment 12, an oil tank 17 and other truck auxiliary components, wherein the exhaust gas treatment system 5 comprises an exhaust gas recirculation system 13, a diesel particulate filter 15 and a selective catalytic reduction denitration system 16.
The refrigerator car body (car body for short) position relation is as follows: the front part of the truck body is a refrigerated truck cab 6, a cab air conditioner 9 and vehicle-mounted electrical equipment 12 are arranged in the cab, and a water tank radiator 11 and a waste heat recovery system condenser 36 are arranged in the head of the cab. The rear part of the vehicle body is a refrigerator compartment 7. The front part of the refrigerator van 7 is provided with a refrigeration heat exchanger 10, and the refrigeration heat exchanger 10 completes the refrigeration of the van in an air cooling mode through a fan. The bottom of the truck body is a refrigerated truck chassis 8, and an oil tank 17 and a power battery pack 22 are arranged in the lower chassis of the refrigerated truck at the middle rear part of the truck. The hybrid power drive system 2 is arranged in a chassis of a truck body (see fig. 3 in the detailed process), the diesel engine 18 and the electric-power generation motor 19 are arranged in a lower chassis of a cab, and a compound planetary gear set 23, an intermediate shaft driven gear 27 and a main reduction gear 28 which are connected with the transmission system 4 drive a transmission main shaft 30 to a front axle 24 (or a first steering drive axle) and a rear axle 25 (or a second drive axle) through gear meshing so as to roll wheels. The waste heat recovery system 3 is arranged in a cab 6 and a lower chassis 8 of a refrigerator carriage 7 (see figure 4 for a detailed process), an outlet of a cylinder liner water pipeline of a diesel engine 18 of the refrigerator truck is connected with a high-temperature side inlet of a preheater 32 of the waste heat recovery system, and an outlet of the high-temperature side of the preheater is connected with a water tank radiator 11 with the size circulating of an engine cooling system. The outlet of the exhaust pipeline of the engine 18 is connected with the high-temperature side of the waste heat recovery heater 34, and the outlet of the heater 34 is connected with the exhaust gas recirculation system 13 of the exhaust gas treatment system 5. Wherein the compound planetary gear set 23, the counter driven gear 27 and the final reduction gear 28 are speed change gear sets.
Fig. 2 is a schematic diagram of the overall structure and operation process of the hybrid refrigerated truck configuration of the coupled combined cooling and power cogeneration type waste heat recovery system. As shown in fig. 2, the hybrid refrigerated truck distributes the torque output of the motor-generator 19 and the torque output of the diesel engine 18 through the hybrid compound planetary gear set 23, and transmits the torque to the transmission system to drive the wheels to roll, so as to realize driving. The power end of the power supply system is powered by a power battery pack 22, the power supply system can be charged through an external charging pile when a truck stops running, meanwhile, braking energy during braking of the truck can be recovered through an electric-power generation motor 19 in the running process for power supplement, when the state of charge of a battery is lower than a minimum set value, the power battery pack 22 can also be charged through a diesel engine 18 (the detailed process is shown in figure 3), and the waste heat recovery system 3 recovers waste heat energy of the diesel engine 18 for power supplement (the detailed process is shown in figure 4). The battery needs to supply the energy consumption needs of multiple devices of the truck, including: the power consumption of the torque output of the electric-power generation motor when the truck is driven by electric power; when the residual heat source parameter is lower than the lowest parameter of the power sub-cycle operation of the waste heat recovery system, the refrigeration sub-cycle of the waste heat recovery system independently operates the refrigeration energy consumption; and when the truck normally runs, the electric power of other vehicle-mounted electric equipment 12 consumes energy.
The heat energy end (fuel end) uses diesel oil as energy, the diesel oil is burnt to push the cylinder to move, so that the diesel engine 18 outputs torque, meanwhile, the engine cylinder liner water and exhaust gas take away high-grade waste heat energy, and when the cylinder liner water and the exhaust gas reach the recovery conditions, the waste heat recovery system 3 starts to operate (the specific operation process is shown in figure 4). The liner water of the engine flows into the waste heat recovery system preheater 32 and the engine cooling system water tank radiator 11 and returns to the liner of the diesel engine 18. Part of the exhaust gas from the engine after flowing into the waste heat recovery system heater 34 participates in exhaust gas recirculation, and the rest of the exhaust gas is discharged out of the truck after being treated by tail gas.
The working medium flow path of the waste heat recovery system is that part of the working medium enters the power sub-cycle through a three-way control valve v1 of the waste heat recovery system, is pressurized by a working medium pump 37, is heated by a preheater 32, a heat regenerator 33 and a heater 34 respectively, then expands in a turbine 35 to do work, and then is cooled by the heat regenerator 33 and then is mixed with the refrigerating sub-cycle working medium; the other part of working medium enters into a refrigeration sub-cycle through a three-way control valve v1 of the waste heat recovery system, generates refrigeration capacity in an evaporator 40 after passing through a throttle valve 39, is pressurized by a compressor 41 and then is mixed with the power sub-cycle working medium; after power and the refrigerant sub-cycle working medium are mixed, the mixture is condensed by a condenser 36 and enters a liquid storage tank 38 to complete the cycle. The waste heat recovery system turbine 35 drives a waste heat recovery generator (third generator) 42 to work and output electric power to be stored in the power battery pack 22, the evaporator 40 absorbs heat and outputs refrigerating capacity to flow into the heat exchanger of the vehicle cab air conditioner 9 through refrigerant, and the refrigerating heat exchanger 10 for the refrigerated carriage meets the vehicle cold load.
In the invention, the waste heat recovery refrigeration subsystem replaces the original truck air conditioner and refrigeration unit of the traditional refrigerated truck, the evaporator 40 outputs the cold energy required by the system, the cold end of the evaporator 40 is the working medium of the waste heat recovery system 3, the hot end is the secondary refrigerant, the cold energy distribution is realized by controlling the flow of the secondary refrigerant entering the air conditioner 9 of the cab and the refrigerated truck 7, and the cold energy is output to the cab 6 and the refrigerated truck for air cooling.
Fig. 3 is a schematic diagram of a hybrid refrigerated truck configuration hybrid power system and a transmission structure of the coupled combined cooling and power cogeneration type waste heat recovery system. As shown in fig. 3, the hybrid drive system includes: the hybrid power system comprises a diesel engine 18, a motor-generator (or called a first generator) 19, a second generator 20, an inverter 21, a power battery pack 22, a hybrid compound planetary gear set 23, a front axle (or called a first steering drive axle) 24, a rear axle (or called a second drive axle) 25, an engine clutch 26, a middle shaft driven gear 27, a main reduction gear 28, a differential gear 29, a transmission main shaft 30 and a brake device. Wherein the compound planetary gear set 23, the countershaft driven gear 27 and the final drive gear 28 form a compound gear transmission for a truck.
The brake actuating device comprises a first brake actuating device 31-1, a second brake actuating device 31-2, a third brake actuating device 31-3 and a fourth brake actuating device 31-4.
The refrigerated truck hybrid system connections are as follows: the brake device is arranged in the wheel hub.
The output of the front axle 24 is divided into two ends, the first end is connected with a first wheel, and a first brake device 31-1 is connected in the hub of the first wheel. A second end of front axle 24 is connected to a second wheel. The second wheel hub is internally connected with a second brake device 31-2.
The front axle 24 is sequentially connected with a differential gear 29, a main reduction gear 28, a middle shaft driven gear 27 and a compound planetary gear set 23; one end of the compound planetary gear set 23 is connected to the motor-generator motor 19, and the other end of the compound planetary gear set 23 is connected to the second generator 20.
The input end of the second generator 20 is connected with an engine clutch 26; the engine clutch 26 is connected to the diesel engine 18.
The output end of the second generator 20 is connected with an inverter 21; the inverter 21 is connected to the power battery pack 22.
The hybrid compound planetary gear set 23 is connected to the rear axle 25 via a transmission main shaft 30.
Optionally, the output of the second generator is also connected to a motor-generator motor 19.
The diesel engine 18 is connected to a heat recovery generator 42. The waste heat recovery generator 42 is connected to the inverter 21.
One end of the rear axle 25 is connected to a third wheel. And a third brake device 31-3 is connected in the third wheel hub. The other end of the rear axle 25 is connected to a fourth wheel. And a fourth brake device 31-4 is connected in the hub of the fourth wheel.
The second generator 20 is coupled and decoupled with the transmission shaft between the clutch 26 and the hybrid compound planetary gear set 23 through a pressure plate type structure, when the state of charge (SOC) of the power battery pack 22 is lower than a set value (SOC <0.2), the pressure plate presses the transmission shaft, the second generator 20 is coupled to an engine power system, the torque of the diesel engine 18 transmitted by the engine clutch is used as a power source to drive the second generator 20 to operate, the generated power charges the power battery pack 22 through the inverter 21, and when the SOC reaches a set upper limit (SOC >0.5), the pressure plate is released, the second generator 20 is decoupled with the engine, the second generator 20 stops operating, and the charging stops.
Further, the motor-generator motor 19 includes a motor permanent magnet stator and a permanent magnet rotor. The electric-power generation motor 19 is a permanent magnet electric-power generation integrated machine, when the power battery pack 22 inputs three-phase voltage to a permanent magnet stator coil of the motor to generate a rotating magnetic field, the permanent magnet rotor passively rotates under the action of repulsion at the same level, and the rotating magnetic field is a motor, namely when the truck is driven by electric power, the electric power in the power battery pack 22 is converted into the kinetic energy of the truck through rotation and is output; when the permanent magnet rotor rotates under the action of external force, current is induced in the three-phase coil of the stator and is presented as a generator, namely when a truck brakes, electromagnetic damping braking is generated to recover kinetic energy to generate electricity to be stored in the power battery pack.
The second generator 20 is designed for ensuring the normal operation of goods refrigeration and truck electrical equipment, the second generator 20 realizes the coupling and the decoupling of a second generator engine 20 and a transmission shaft between a clutch 26 and a hybrid compound planetary gear set 23 through a pressure plate type structure, when the state of charge (SOC) of a power battery pack 22 is lower than a set value (SOC <0.2), the pressure plate presses the transmission shaft, the second generator 20 is coupled to an engine power system, the torque of a diesel engine 18 transmitted by the engine clutch is used as a power source to drive the second generator 20 to operate, the generated power charges the power battery pack 22 through an inverter 21, when the SOC reaches a set upper limit (SOC >0.5), the pressure plate is released, the second generator 20 is decoupled with the engine, and the second generator 20 stops operating, the charging is stopped.
The compound planetary gear set 23 can change the mutual motion relationship by changing the fixed elements in the gear train, thereby distributing the torque output by the diesel engine 18 and the electric-power generation motor 19, changing the transmission ratio of the engine, the electric-power generation motor 19 and the transmission main shaft 30, adjusting the rotating speed of the power component and interrupting the power transmission during braking, and realizing the neutral gear, gear shifting, braking, reversing and driving mode switching of the truck.
The inverter 21 realizes the conversion of the direct current of the power battery pack 22 and the alternating current of the electric-power generation motor (or called as a first generator) 19, the second generator 20, the waste heat recovery generator 42, the working medium pump 37, the compressor 41 and other electrical equipment.
When the truck is running, the diesel engine 18 and the motor-generator motor 19 output torque by a quota in accordance with a set operation strategy (see fig. 5 for its mode switching and control strategy). The diesel engine 18 rotates, after the rotation speed is adjusted by the engine clutch 26, the torque is transmitted to the compound planetary gear set 23, meanwhile, the electric-power generation motor rotates to transmit the torque to the compound planetary gear set 23, the compound planetary gear set 23 adjusts and distributes the torque, the torque is transmitted to the main reduction gear 28 through the intermediate shaft driven gear 27 to reduce the speed and increase the torque and drive the transmission main shaft 30 to rotate, the transmission main shaft respectively transmits the torque to the differential gear 29 to drive the front axle 24 and the rear axle 25 to roll the tire, and the automobile normally runs.
Fig. 4 is a schematic diagram of a hybrid refrigerated truck configuration waste heat recovery system structure and a cold-heat source coupling form of the coupled combined cooling and power supply type waste heat recovery system. As shown in fig. 4, the combined cooling and power supply type waste heat recovery system includes: the system comprises a preheater 32, a heat regenerator 33, a heater 34, a turbine 35, a condenser 36, a working medium pump 37, a liquid storage tank 38, a throttle valve 39, an evaporator 40, a compressor 41, a waste heat recovery generator (or a third generator) 42 and a waste heat recovery system three-way control valve v 1.
The combined cooling and power supply type waste heat recovery system is arranged in a chassis of a truck under a cab and a refrigerator compartment, and the connection relationship of the internal components is as follows: the working medium side outlet of the condenser 36 is connected with the inlet of the liquid storage tank 38, the outlet of the liquid storage tank 38 is connected with a first interface of a three-way control valve v1 of the waste heat recovery system, and a second interface of the three-way control valve v1 of the waste heat recovery system is sequentially connected with the working medium pump 37, the preheater 32, the high-temperature side of the heat regenerator 33, the heater 34, the turbine 35 and the low-temperature side inlet of the heat regenerator 33; the outlet of the low-temperature side of the regenerator 33 is connected with a condenser 36 to form a closed loop of a power sub-cycle. The main shaft of the turbine 35 is connected with a main shaft of a waste heat recovery generator (third generator) 42; the third interface of the three-way control valve v1 of the waste heat recovery system is sequentially connected with the throttle valve 39, the evaporator 40 and the inlet of the compressor 41, and the outlet of the compressor 41 is connected with the condenser 36 to form a closed loop of the refrigeration sub-cycle. Inside the waste heat recovery system 3, the power sub-cycle and the refrigeration sub-cycle share the condenser 36 and the liquid storage tank 38.
The egr system 13 includes an egr cooler (not shown) and an egr valve 14. The exhaust gas outlet of the diesel engine 18 is connected in turn to the heater 34, the exhaust gas cooler of the exhaust gas recirculation system 13 and the inlet of the exhaust gas recirculation valve 14. The outlet of the exhaust gas recirculation valve 14 is divided into two paths, one path is merged with the supplementary air pipeline and then connected to the inlet of the cylinder of the diesel engine 18, and the other path is sequentially connected with the diesel particulate filter 15 and the selective catalytic reduction denitration system 16. The exhaust gas recirculation valve 14 mainly introduces exhaust gas from an exhaust branch of the diesel engine 18 into an intake pipe to mix with fresh air, and then the exhaust gas enters a combustion chamber, absorbs heat of the combustion chamber during combustion, reduces the temperature of the combustion chamber, and prevents excessive generation of nitrogen oxides at high temperature.
The secondary refrigerant outlet of the evaporator 40 passes through a refrigeration distribution control valve v5 and then is divided into two paths, one path is connected with the refrigeration heat exchanger 10 of the refrigerated compartment, and the other path is connected with the cab air conditioner 9. The outlet pipeline of the refrigerating heat exchanger 10 of the refrigerator compartment and the outlet pipeline of the air conditioner 9 of the cab are merged and then connected to the refrigerating medium inlet of the evaporator 40.
The power sub-cycle of the cold-electricity combined supply type waste heat recovery system refers to a cycle part for recovering waste heat and generating electric power, and adopts transcritical cycle, and the cycle process is as follows: working medium is sent to a three-way control valve v1 of the waste heat recovery system through a liquid storage tank 38 and then sent to power sub-circulation, the working medium enters a working medium pump 37 to be pressurized, and then is heated to a gas state sequentially by cylinder sleeve water in a preheater 32, regenerative steam in a regenerator 33 and exhaust gas in a heater 34, so that high-temperature and high-pressure working medium is formed. The high-temperature and high-pressure working medium enters a turbine 35 to do work through expansion, the turbine drives a waste heat recovery generator (third generator) 42 to generate power and store the power battery pack 22, then the working medium is cooled in a heat regenerator 33 after being discharged out of the turbine 35, and then returns to a condenser 36 to be condensed to be in a liquid state, and flows into a liquid storage tank 38 to finish circulation. The refrigeration subcircuit refers to a circulation part for producing refrigeration capacity, compression type refrigeration is adopted, and the circulation process is as follows: working medium is shunted from the liquid storage tank 38 through a three-way control valve v1 of the waste heat recovery system and enters a throttle valve 39 for throttling and pressure reduction. The pressure is reduced to the two-phase region through a throttle valve 39. The liquid working medium is evaporated to a saturated gas state in the evaporator 40 and outputs cold energy, then the low-temperature working medium steam enters the compressor 41 to be pressurized to be overheated, then is mixed with the high-temperature steam from the heat regenerator 33, and then is condensed to a liquid state by the condenser 36 to return to the liquid storage tank 38, so that circulation is realized.
The combined cooling and power supply type waste heat recovery can realize three modes, and the specific flow is as follows:
pure power mode: and the water temperature and the exhaust temperature of the cylinder sleeve meet the waste heat recovery condition, if the truck is in no-load or has no refrigeration requirement, the waste heat recovery system is switched to a pure power mode, the three-way control valve v1 of the waste heat recovery system is adjusted to enable the working medium to only flow into the power sub-cycle, and the refrigeration sub-cycle is closed.
A combined cooling and power supply mode: the temperature of the jacket water and the exhaust temperature meet the waste heat recovery condition, if the truck carries cargo, when the refrigeration requirement exists, the power sub-cycle and the refrigeration sub-cycle are simultaneously opened, the three-way control valve v1 of the waste heat recovery system distributes the working medium refrigeration sub-cycle which is adaptive to the load according to the refrigeration load requirement, and the residual working medium enters the power cycle. After the power sub-cycle work and the refrigeration sub-cycle refrigeration process are finished, the low-temperature steam from the compressor 41 and the high-temperature steam from the power sub-cycle heat regenerator 33 are mixed, return to the condenser 36 together to be condensed to be in a liquid state, and flow into the liquid storage tank 38 to finish the combined cooling and power cycle.
Pure refrigeration mode: the temperature of the water in the cylinder sleeve and the temperature of the exhaust gas cannot meet the minimum recovery condition of waste heat recovery, the waste heat recovery system is switched to a pure refrigeration mode, a three-way control valve v1 of the waste heat recovery system is adjusted to enable the working medium to only flow into the refrigeration sub-cycle, and the power sub-cycle is closed.
The connection relationship between the cold-electricity combined supply type waste heat recovery system and the water side of the cylinder sleeve of the diesel engine is as follows: the outlet of the cylinder sleeve water of the diesel engine 18 is connected with the inlet of a three-way control valve v2 of a first thermostat, the outlet of the three-way control valve v2 of the first thermostat is divided into two paths, one path is connected with the inlet of the cylinder sleeve water of the engine, and the other path is connected with the inlet of the high-temperature side of the preheater 32; the outlet of the high-temperature side of the preheater is connected with the inlet of a second thermostat three-way control valve v3, the outlet of the second thermostat three-way control valve v3 is divided into two paths, one path is connected with the water inlet of a cylinder sleeve of the diesel engine, and the other path is connected with a water tank radiator 11.
The connection relationship between the cold-electricity combined supply type waste heat recovery system and the exhaust side of the engine is as follows: the exhaust outlet of the diesel engine 18 is connected with the inlet of a heater (exhaust gas recirculation cooler) 34, and the outlet of the heater 34 is connected with the inlet of the exhaust gas cooler and the exhaust gas recirculation valve 14 in turn. The outlet of the exhaust gas recirculation valve 14 is divided into two paths, one path is connected with a diesel particle filter 15 and a selective catalytic reduction denitration system 16 in sequence, and the other path is connected with the inlet of a cylinder of a diesel engine 18 after being combined with an air pipeline.
The turbine 35 is provided with a turbine bypass control valve v 4.
In order to realize the miniaturization and the light weight of the system, the waste heat recovery system adopts a large number of integrated design structures. The system is mainly coupled with a heat exchanger, and the coupling relation is as follows:
the heater 34 of the waste heat recovery system 3 is coupled with the EGR cooler of the exhaust gas recirculation system 13 in the exhaust gas treatment system 5 to form a printed plate heat exchanger, the cold end of the heat exchanger is a working medium of the waste heat recovery system, the hot end of the heat exchanger is flue gas, the working medium in the waste heat recovery system is heated to a supercritical state in the heat exchanger, and the flue gas is cooled to a temperature required by the recirculation of the exhaust gas. The engine exhaust gas flow process is as follows: the exhaust gas of the diesel engine 18 is discharged from a cylinder of the diesel engine 18, is cooled to a temperature required by exhaust gas recirculation by a waste heat recovery system heater 34, is cooled by an exhaust gas cooler of the exhaust gas recirculation system 13, is divided into two parts after passing through an exhaust gas recirculation valve 14, is mixed with newly sucked air and then is sent into the cylinder of the diesel engine 18 for combustion, and is discharged to the environment after being sequentially treated by a diesel particle filter 15 and a selective catalytic reduction denitration system 16.
The condenser 36 of the waste heat recovery system 3 and the truck cooling system radiator 11 are combined into a novel water tank radiator of the truck, the novel water tank radiator is arranged at the head of the truck and is coupled with an electronic fan to realize air cooling heat exchange; in order to reduce the interference of the cooler radiator with higher temperature to the condenser, the radiator and the condenser are arranged up and down, and the radiator is arranged on the upper side of the condenser.
Fig. 5 is a schematic diagram of the mode switching and control strategy of the hybrid refrigerated truck apparatus coupled with the combined cooling and power waste heat recovery system. The refrigerated truck configuration of the present invention also includes an onboard Electronic Control Unit (ECU).
The operation of the refrigerated truck is mainly characterized in that a vehicle-mounted Electronic Control Unit (ECU) collects data information through a sensor to control the mode and the operation strategy of a truck system.
The ECU monitors the truck speed, acceleration and engine speed through electronic vehicle speed and speed sensors, measures the current and voltage of a power battery pack 22 through the sensors to obtain the battery state of charge (SOC), and distributes the torque output of the power-generator 19 and the torque output of the engine 18 through a compound planetary gear transmission 23 (planetary gear train) based on the data so as to complete the switching of five driving modes of engine 18 driving, electric-generator 19 driving and hybrid power, brake recovery and engine power generation.
An Electronic Control Unit (ECU) makes an instruction according to a set operation strategy (the mode switching and control strategy is shown in figure 5) according to the actually measured speed, the acceleration, the engine rotating speed and the SOC data, the total torque required by the truck is distributed, the engine torque and the rotating speed are controlled by controlling the fuel injection quantity of the engine, and the torque rotating speed of the electric-power generation motor is controlled by controlling the current and the voltage, so that the diesel engine 18 and the electric-power generation motor 19 output the torque according to the quota. When the vehicle-mounted power battery pack is higher than a set state of charge value (SOC >0.2), the electric-power generation motor 19 is used for driving to run when starting, idling or low-speed (lower than a set speed) (the speed of low-speed running is generally lower than 20km/h), the diesel engine 18 is used for driving when the vehicle is in normal running (in a set speed interval) (the speed of normal running is generally 20-60 km/h), and the hybrid power system 2 is used for driving when the vehicle is in acceleration running or high-speed running (higher than the set speed interval) (the speed of high-speed running is generally higher than 60km/h), and the diesel engine 18 and the electric-power generation motor 19 are jointly driven to realize the maximum acceleration and the performance; when the electric quantity of the vehicle-mounted power battery pack 22 is lower than a set state of charge value (SOC <0.2), in order to ensure the normal operation of cargo refrigeration and truck electrical equipment, the diesel engine 18 is used for driving the truck to run and driving the second generator 20 to run so as to charge the power battery pack 22; when the truck decelerates and brakes, the electric-to-electric generator 19 can recover its braking energy and save it in the power battery pack 22 through the inverter 21.
In the above-described operating strategy, the ECU controls the diesel engine 18, the motor-generator motor 19, the second generator 20, and the compound planetary gear set 23 to produce the following actions, see fig. 3. When the vehicle is static, the electric-power generation motor 19 rotates forwards and has positive torque to drive the diesel engine 18 to start and enter an idle speed (to replace the starting motor); when the truck starts, the diesel engine 18 is positive torque, and drives the second generator 20 to charge the power battery pack 22 while the truck is heated; when the vehicle runs at a low speed, the diesel engine 18 and the outermost planet carrier of the compound planetary gear set 23 are locked, and the electric motor-generator motor 19 reversely rotates to output positive torque to drive the truck to move forwards; when the vehicle speed is continuously accelerated at a low speed, the electric-power generation motor 19 is directly driven, the rotating speed is continuously increased until the rotating speed meets the high-efficiency interval of the engine, the electric-power generation motor 19 drives the diesel engine 18 to operate, then the electric-power generation motor 19 is fixedly locked with the innermost sun gear of the composite planetary gear set 23, and the diesel engine 18 operates at a high efficiency to directly drive the truck; during the normal running, the diesel engine 18 is driven and continuously kept running in the high-efficiency zone. When the power required by truck driving is less than the output power of the engine in the high-efficiency interval, the redundant power drives the second generator 20 to output negative torque to charge the power battery pack 22; the required power is greater than the high-efficiency output power of the diesel engine 18, and the electric-power generation motor 19 outputs positive torque as supplement; during rapid acceleration, the motor-generator motor 19 and the diesel engine 18 simultaneously keep high rotating speed and large torque, and output positive torque; when the vehicle speed is reduced or the vehicle is braked and the wheels have negative torque, the electric motor-generator motor 19 outputs the negative torque to charge the power battery pack 22.
The ECU monitors the temperature of the cylinder liner water of the diesel engine 18 through an electronic thermostat and monitors the temperature of the exhaust gas of the engine through a thermocouple temperature sensor of an exhaust pipeline at the outlet of the diesel engine 18, and the three-way control valve v1 of the waste heat recovery system is adjusted to control the start, stop and operation of the power and the refrigeration sub-cycle of the waste heat recovery system by taking the cylinder liner water and the exhaust temperature of the diesel engine 18 as indexes, as shown in figure 4.
In the operation of the waste heat recovery system and the refrigeration process, the ECU controls the three-way control valve v1 and the turbine bypass control valve v4 of the waste heat recovery working medium side to perform the following actions: and adjusting a three-way control valve v1 of the waste heat recovery system according to a set waste heat recovery operation strategy and electric power and refrigeration demand load, distributing the flow of working media entering the power circulation subsystem and the refrigeration circulation subsystem, and realizing the regulation and control of the starting, stopping and output capacities of the power subsystem and the refrigeration subsystem. When the target refrigeration temperature is lower than the actual temperature of the refrigeration space (namely, the refrigeration requirement exists), the refrigeration cycle end b of the three-way control valve v1 of the waste heat recovery system is opened, the refrigeration subsystem is started to adjust the flow of the working medium according to the required refrigeration load, and the evaporation of the working medium meets the required refrigeration load; when the refrigeration load is no longer required, the refrigeration cycle end b of the waste heat recovery system three-way control valve v1 is closed, and refrigeration is stopped. When the temperature of the flue gas and the temperature of the water in the cylinder sleeve are higher than set values, the three-way control valve v1 power cycle end a of the waste heat recovery system is opened, the working medium flows into the power cycle to start waste heat recovery, and the power cycle working medium acts to convert the waste heat of the waste gas and the water in the cylinder sleeve into electric energy. When the temperature of the flue gas and the temperature of the water in the cylinder sleeve are lower than set values, the power circulation end a of the three-way control valve v1 of the waste heat recovery system is closed, and the waste heat recovery is stopped. When the temperature of the flue gas is higher than a set value and the temperature of the cylinder sleeve water is lower than the set value, the opening part of the power circulation end a of the three-way control valve v1 of the waste heat recovery system is used for reducing the flow of the working medium, the preheater is not operated, the cylinder sleeve water is bypassed through the cooling system in a small circulation mode and returns to the engine, and the heater meets the waste gas heat dissipation requirement of waste gas recirculation. When the temperature of the flue gas is lower than a set value and the temperature of the water in the cylinder sleeve is higher than a set value, the opening part of a power circulation end a of a three-way control valve v1 of the waste heat recovery system is opened, the end of a turbine bypass control valve v4a is opened, the working medium cools the water in the cylinder sleeve and the waste gas through a preheater and a heater respectively, and the turbine is closed and does not generate electricity.
The ECU monitors the current temperature in the carriage through a temperature sensor in the refrigerated carriage, judges the temperature difference with the target refrigeration temperature, determines the charge state of the battery by combining the current and the voltage of the power battery pack 22, and regulates the flow of the secondary refrigerant entering the cab air conditioner 9 and the refrigerated carriage refrigeration heat exchanger 10 and the air supply quantity of the fan through a refrigeration distribution control valve v5 so as to control the refrigeration mode.
The ECU monitors the temperature of the cylinder sleeve water through an engine outlet temperature sensor to control the opening degrees of a first thermostat three-way control valve v2 and a second thermostat three-way control valve v3 of the electronic thermostat, and the operation strategies of the waste heat recycling condition of the cylinder sleeve water and the size circulation of an engine cooling system are changed. The preheater 32 of the waste heat recovery system 3 controls the three-way control valve to realize the switching of the water flow of the cylinder sleeve by monitoring the water temperature of the cylinder sleeve through an electronic thermostat, and the control process is as follows: the cylinder liner water flows out of the diesel engine 18 and passes through the first thermostat three-way control valve v2, if the temperature is lower than the set temperature (generally 80 ℃), the end b of the first thermostat three-way control valve v2a is opened and closed, and the cylinder liner water returns to the diesel engine 18 (the cylinder liner water completes small circulation); if the temperature is higher than the set temperature, the end b of the first thermostat three-way control valve v2a is closed and the end b is opened, the waste heat enters the waste heat recovery system preheater 32 for recovery and cooling, then the waste heat flows into the second thermostat three-way control valve v3, if the temperature is lower than the set temperature, the end b of the first thermostat three-way control valve v2a is opened and closed, the waste heat directly returns to the diesel engine 18 (the cylinder liner water completes the recovery cycle), if the temperature is higher than the set temperature, the end b of the first thermostat three-way control valve v2a is closed and the end b is opened, the cylinder liner water flows into the cooling system water tank radiator 11 and is cooled to the set temperature, and then the cylinder liner water returns to the diesel engine 18 (the cylinder liner water completes the recovery cycle and the major cycle).
It should be noted that each functional device in each embodiment of the present disclosure may be integrated into one device, or each device may exist alone physically, or two or more devices may be integrated into one device.
It should be noted that, for the sake of simplicity, the above-mentioned method embodiments are described as a series of acts or combinations, but those skilled in the art should understand that the present invention is not limited by the described order of acts, as some steps may be performed in other orders or simultaneously according to the present invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no acts or modules are necessarily required of the invention.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In view of the above description of the configuration and control method of the hybrid refrigerated truck coupled with the combined cooling and power supply type waste heat recovery system provided by the present invention, those skilled in the art will recognize that there are variations in the specific implementation manners and application ranges according to the concepts of the embodiments of the present invention, and in summary, the contents of the present specification should not be construed as limiting the present invention.

Claims (12)

1. A hybrid refrigerated truck configuration coupled with a combined cooling and power waste heat recovery system is characterized by comprising a hybrid driving system (2);
the hybrid power driving system (2) comprises a diesel engine (18), an electric-power generation motor (19), a second generator (20), an inverter (21), a power battery pack (22), a compound planetary gear set (23), a front axle (24), a rear axle (25), an engine clutch (26), an intermediate shaft driven gear (27), a main reduction gear (28), a differential gear (29), a transmission main shaft (30) and a brake braking device;
the brake braking device comprises a first brake braking device (31-1), a second brake braking device (31-2), a third brake braking device (31-3) and a fourth brake braking device (31-4);
the output of the front axle (24) is divided into two ends, the first end is connected with a first wheel, a first brake device (31-1) is connected in a wheel hub of the first wheel, the second end of the front axle (24) is connected with a second wheel, and a second brake device (31-2) is connected in a wheel hub of the second wheel;
the input end of the front axle (24) is sequentially connected with a differential gear (29), a main reduction gear (28), an intermediate shaft driven gear (27) and a compound planetary gear set (23); one end of the compound planetary gear set (23) is connected with the electric-power generation motor (19), and the other end of the compound planetary gear set (23) is connected with the second power generator (20);
the input end of the second generator (20) is connected with an engine clutch (26); the engine clutch (26) is connected with the diesel engine (18);
the output end of the second generator (20) is connected with an inverter (21); the inverter (21) is connected with the power battery pack (22);
the compound planetary gear set (23) is connected with a rear axle (25) through a transmission main shaft (30);
one end of the rear axle (25) is connected with a third wheel, a third brake device (31-3) is connected in a third wheel hub, the other end of the rear axle (25) is connected with a fourth wheel, and a fourth brake device (31-4) is connected in a fourth wheel hub.
2. The configuration of claim 1, characterized in that the second generator (20) is coupled and decoupled with the engine clutch (26) and the transmission shaft between the compound planetary gear set (23) through a pressure plate type structure, when the state of charge (SOC) of the power battery pack (22) is lower than a set value (SOC <0.2), the pressure plate presses the transmission shaft, the second generator (20) is coupled to the engine power system, the torque of the diesel engine (18) transmitted by the engine clutch is used as a power source to drive the second generator (20) to operate, the generated power charges the power battery pack (22) through an inverter (21), and when the SOC reaches a set upper limit (SOC >0.5), the pressure plate is released, the second generator (20) is decoupled with the engine, the second generator (20) stops operating, and the charging stops.
3. Configuration according to claim 1, characterized in that, when the truck is driving, the diesel engine (18) and the motor-generator motor (19) are programmed to quota output torque; the diesel engine (18) rotates, after the rotating speed is adjusted through the engine clutch (26), torque is transmitted to the compound planetary gear set (23), meanwhile, the electric-power generation motor (19) rotates to transmit torque to the compound planetary gear set (23), the compound planetary gear set (23) adjusts and distributes torque, the torque is transmitted to the main speed reduction gear (28) through the intermediate shaft driven gear (27) to reduce speed and increase torque, the transmission main shaft (30) is driven to rotate, the transmission main shaft (30) transmits torque to the differential gear (29) respectively to drive the front axle (24) and the rear axle (25) to enable wheels to roll, and an automobile runs.
4. Configuration according to claim 1, characterized in that the compound planetary gear set (23) changes the mutual kinematic relationship by changing the fixed elements in the gear train, distributes the torque output by the diesel engine (18) and the motor-generator (19), changes the transmission ratio of the diesel engine (18), the motor-generator (19) and the transmission main shaft (30), adjusts the rotation speed of the power components or interrupts the power transmission, realizing a truck hybrid drive.
5. Configuration according to claim 1, characterized in that it further comprises a combined cooling and power waste heat recovery system (3); the combined cooling and power supply type waste heat recovery system comprises a preheater (32), a heat regenerator (33), a heater (34), a turbine (35), a condenser (36), a working medium pump (37), a liquid storage tank (38), a throttle valve (39), an evaporator (40), a compressor (41) and a waste heat recovery generator (42);
an outlet of a working medium side of the condenser (36) is connected with an inlet of a liquid storage tank (38), an outlet of the liquid storage tank (38) is connected with a first interface of a three-way control valve (v1) of the waste heat recovery system, a second interface of the three-way control valve (v1) of the waste heat recovery system is sequentially connected with a working medium pump (37), a preheater (32), a high-temperature side of a heat regenerator (33), a heater (34), a turbine (35) and a low-temperature side inlet of the heat regenerator (33), an outlet of the low-temperature side of the heat regenerator (33) is connected with the condenser (36) to form a closed loop of power sub-cycle, and a main shaft of the turbine (35) is connected with a main shaft of a waste heat recovery generator (42); a third interface of the waste heat recovery system three-way control valve (v1) is sequentially connected with a throttle valve (39), an evaporator (40) and an inlet of a compressor (41), and an outlet of the compressor is connected with a condenser (36) to form a closed loop of a refrigeration sub-cycle; inside the waste heat recovery system (3), the power sub-cycle and the refrigeration sub-cycle share a condenser (36) and a liquid storage tank (38).
6. The configuration of claim 5, wherein the power sub-cycle refers to a cycle part for recovering waste heat to generate electric power, a transcritical cycle is adopted, a working medium enters the power cycle from a condenser (36) through a three-way control valve (v1) of a waste heat recovery system, the working medium is pressurized by a working medium pump (37), and then is sequentially heated to a supercritical state by a preheater (32), a heat regenerator (33) and a heater (34), the obtained high-temperature and high-pressure working medium drives a turbine (35) to do work to drive a waste heat recovery generator (42) to rotate to generate power, the working medium is cooled in the heat regenerator (33), and then the power cycle is completed after the working medium is condensed by the condenser (36);
preferably, the combined cooling and power supply type waste heat recovery system is connected with the water side of a cylinder liner of the diesel engine (18) in the following relation: the water outlet of the cylinder sleeve of the diesel engine is connected with the inlet of a three-way control valve (v2) of a first thermostat, the outlet of the three-way control valve (v2) of the first thermostat is divided into two paths, one path is connected with the water inlet of the cylinder sleeve of the engine, and the other path is connected with the inlet of the high-temperature side of a preheater (32); the outlet of the high-temperature side of the preheater (32) is connected with the inlet of a second thermostat three-way control valve (v3), the outlet of the second thermostat three-way control valve (v3) is divided into two paths, one path is connected with the water inlet of the engine cylinder sleeve, and the other path is connected with a water tank radiator (11);
preferably, the combined cooling and power supply type waste heat recovery system is connected with the exhaust side of the diesel engine (18) in the following relation: an exhaust outlet of the diesel engine (18) is connected with an inlet of a heater (34), an outlet of the heater (34) is sequentially connected with an exhaust gas cooler and an inlet of an exhaust gas recirculation valve (14), and an outlet of the exhaust gas recirculation valve (14) is sequentially connected with a diesel particle filter (15) and a selective catalytic reduction denitration system (16);
the exhaust gas recirculation system comprises an exhaust gas cooler and an exhaust gas recirculation valve (14); the exhaust gas cooler is connected with an inlet of the exhaust gas recirculation valve (14); the outlet of the exhaust gas recirculation valve (14) is divided into two paths, one path is sequentially connected with a diesel particle filter (15) and a selective catalytic reduction denitration system (16), and the other path is combined with an air pipeline and then connected to the inlet of a diesel engine cylinder.
7. The configuration of claim 5, wherein the refrigeration subcycle is a cycle part for generating refrigeration, compression refrigeration is adopted, working medium enters the refrigeration cycle from the condenser (36) through a three-way control valve (v1) of a waste heat recovery system, is reduced in pressure to a two-phase region through the throttle valve (39), is evaporated to a saturated gas state in the evaporator (40) and outputs refrigeration quantity, is pressurized to be overheated through the compressor (41), is mixed with high-temperature steam from the heat regenerator (33) of the power subcycle, and returns to the condenser (36) to complete the refrigeration subcycle.
8. Configuration according to claim 5, characterized in that: the hybrid refrigerated truck configuration further includes an exhaust gas recirculation system (13); the exhaust gas recirculation system comprises an exhaust gas cooler and an exhaust gas recirculation valve (14); the exhaust gas cooler is connected with an inlet of the exhaust gas recirculation valve (14); the outlet of the exhaust gas recirculation valve (14) is divided into two paths, one path is sequentially connected with a diesel particle filter (15) and a selective catalytic reduction denitration system (16), and the other path is combined with an air pipeline and then connected to the inlet of a diesel engine cylinder;
a heater (34) in the waste heat recovery system and a waste gas cooler in the waste gas recirculation system (13) are integrated into a printing plate type heat exchanger, the cold end of the heat exchanger is a working medium of the waste heat recovery system, the hot end of the heat exchanger is flue gas, the working medium in the waste heat recovery system is heated to a supercritical state in the heat exchanger, and the flue gas is cooled to the temperature required by the waste gas recirculation;
preferably, the diesel engine (18) exhaust flow process is as follows: the exhaust gas of the diesel engine (18) is discharged from a cylinder of the diesel engine (18), the exhaust gas is cooled to the temperature required by exhaust gas recirculation through a waste heat recovery heater (34), the cooled exhaust gas is divided into two parts after sequentially passing through an exhaust gas cooler and an exhaust gas recirculation valve (14) of an exhaust gas recirculation system (13), one part of the exhaust gas is mixed with air and then sent into the cylinder of the diesel engine (18) again for combustion, and the other part of the exhaust gas is discharged to the environment after being treated by a diesel particle filter (15) and a selective catalytic reduction denitration system (16).
9. Configuration according to claim 1, characterized in that: the liner water flow process of a diesel engine (18) is as follows: the cylinder liner water flows out of the diesel engine (18), passes through the first thermostat three-way control valve (v2), directly returns to the diesel engine (18) if the temperature is lower than the set temperature, completes the small cycle, enters the waste heat recovery system preheater (32) for recovery and cooling if the temperature is higher than the set temperature, then flows into the second thermostat three-way control valve (v3), directly returns to the diesel engine (18) if the temperature is lower than the set temperature, completes the recovery cycle, and returns to the diesel engine (18) after flowing into the water tank radiator (11) and cooling to the set temperature if the temperature is higher than the set temperature, thereby completing the recovery cycle and the large cycle;
preferably, the hybrid refrigerated truck configuration further comprises a truck electronic control unit, wherein the truck electronic control unit monitors the speed, the acceleration and the engine speed of the truck through an electronic speed and speed sensor, measures the current and the voltage of a power battery pack (22) through the sensor to obtain the state of charge of a battery, and distributes the torque output of the electric-power generation motor (19) and the torque output of the diesel engine (18) through a compound planetary gearbox (23) based on the data so as to complete the switching of five driving modes of the driving of the diesel engine (18), the driving of the electric-power generation motor (19) and the hybrid power, the braking recovery and the engine power generation;
preferably, the truck electronic control unit monitors the temperature of a cylinder liner of the diesel engine (18) through an electronic thermostat and monitors the temperature of exhaust gas of the diesel engine (18) through a thermocouple temperature sensor of an exhaust pipeline at the outlet of the diesel engine (18), and a three-way control valve (v1) of the waste heat recovery system is adjusted to control the start, stop and operation of power and refrigeration sub-cycle of the waste heat recovery system by taking the cylinder liner water and the exhaust temperature of the diesel engine (18) as indexes;
preferably, the truck electronic control unit monitors the current temperature in the refrigerator compartment (7) through a temperature sensor in the refrigerator compartment, judges the temperature difference with the target refrigeration temperature, determines the charge state of a battery by combining the current and the voltage of the power battery pack (22), and adjusts the flow rate of secondary refrigerant entering a cab air conditioner (9) and a refrigerator compartment refrigeration heat exchanger (10) and the air supply amount of a fan through a refrigeration distribution control valve (v5) so as to control the refrigeration mode;
preferably, the truck electronic control unit monitors the temperature of a cylinder liner water of the diesel engine (18) through a diesel engine (18) outlet temperature sensor to control the opening of the electronic thermostat, and changes the cylinder liner water waste heat recycling condition and the operation strategy of the diesel engine (18) cooling system size circulation.
10. Configuration according to claim 1, characterized in that: the refrigerated truck can switch the running driving modes of the truck according to different running conditions, when the electric quantity of the vehicle-mounted power battery pack is higher than a set state of charge value (SOC >0.2), when the vehicle starts, runs at an idle speed or runs at a low speed (the low speed is lower than a set speed, and the speed of low-speed running is generally lower than 20km/h), the electric-power generation motor (19) is used for driving the vehicle to run, when the vehicle runs at normal speed (the normal running refers to a set speed interval, and the speed of the normal running is generally 20-60 km/h), the vehicle is driven by using a diesel engine (18), and when the vehicle runs at accelerated speed or high speed (the high speed running refers to a speed higher than the set speed interval, and the speed of the high speed running is generally more than 60km/h), the vehicle is driven by using a hybrid power driving system (2), and the diesel engine and an electric-power generation motor (19) are jointly driven to realize the maximum acceleration and the performance; when the electric quantity of the vehicle-mounted power battery pack (22) is lower than a set state of charge value (SOC is less than 0.2), in order to ensure the normal operation of cargo refrigeration and truck electrical equipment, the diesel engine (18) drives the truck to run and drives the second generator (20) to run to charge the power battery pack (22); when the truck decelerates and brakes, the electric-power generation motor (19) can recover its braking energy and store it in the power battery pack (22) through the inverter (21).
11. The configuration of claim 1, characterized in that the evaporator (40) outputs the cooling capacity required by the system, the cold end of the evaporator (40) is a working medium of the waste heat recovery system (3), the hot end of the evaporator is secondary refrigerant, the distribution of the cooling capacity is realized by controlling the flow of the secondary refrigerant entering the air conditioner (9) of the cab and the refrigerated van (7), and the output of the cooling capacity is realized by air cooling to the cab (6) and the refrigerated truck.
12. Configuration according to claim 1, characterized in that: the hybrid refrigerated truck configuration further comprises a refrigerated truck body (1); the refrigerated truck body (1) comprises a refrigerated truck cab (6), a refrigerated truck carriage (7), a chassis (8), a cab air conditioner (9), a refrigerated truck carriage refrigeration heat exchanger (10), a water tank radiator (11), vehicle-mounted electrical equipment (12), a tail gas treatment system (5) and an oil tank (17);
the front part of the refrigerated truck body (1) is a refrigerated truck cab (6), a cab air conditioner (9) and vehicle-mounted electrical equipment (12) are arranged in the cab (6), and a water tank radiator (11) and a waste heat recovery system condenser (36) are arranged in the cab; the rear part of the refrigerated truck body is a refrigerated carriage (7), the front part of the refrigerated carriage (7) is provided with a refrigerated carriage refrigeration heat exchanger (10), and the carriage refrigeration heat exchanger (10) completes carriage refrigeration in an air cooling mode through a fan; the bottom of the refrigerated truck body (1) is a refrigerated truck chassis (8), and an oil tank (17) and a power battery pack (22) are arranged in a lower chassis of a refrigerated carriage (7) at the middle rear part of the truck;
preferably, the exhaust gas treatment system (5) comprises an exhaust gas recirculation system (13), an exhaust gas recirculation valve (14), a diesel particulate filter (15) and a selective catalytic reduction denitration system (16);
preferably, the hybrid power driving system (2) is arranged in a truck body chassis (8), the diesel engine (18) and the electric-power generation motor (19) are arranged in a lower chassis of a cab, and the first brake braking device (31-1), the second brake braking device (31-2), the third brake braking device (31-3) and the fourth brake braking device (31-4) are arranged inside a wheel hub.
CN202210313073.0A 2022-03-21 2022-03-28 Hybrid refrigerated truck configuration of coupling cold-electricity cogeneration type waste heat recovery system Pending CN114654995A (en)

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CN2022102765623 2022-03-21

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118009523A (en) * 2024-04-08 2024-05-10 江西趣蜂专用车装备有限公司 Constant-temperature hot water system for bathroom of motor caravan

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118009523A (en) * 2024-04-08 2024-05-10 江西趣蜂专用车装备有限公司 Constant-temperature hot water system for bathroom of motor caravan
CN118009523B (en) * 2024-04-08 2024-06-21 江西趣蜂专用车装备有限公司 Constant-temperature hot water system for bathroom of motor caravan

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