Engine waste heat utilization system and method for hybrid power system

Abstract

The invention discloses an engine waste heat utilization system and method for a hybrid power system. The engine waste heat utilization system comprises a controller, and a first pump, an engine, a first circulation loop and a second circulation loop which are connected with the controller, the first pump is serially connected with the engine to form a pump circulation loop; the first circulation loop and the second circulation loop are both connected with the pump circulation loop in parallel. The controller controls the opening degree of the first circulation loop and the opening degree of the second circulation loop on the basis of the heating requirements of the cab and the power battery under the conditions of normal heating of the cab and safe heating of the power battery, so that high-temperature engine cooling liquid in the engine is injected into the first circulation loop and / or the second circulation loop. According to different current working conditions, the environmental working conditions of the hybrid power system are divided into a plurality of condition classifications for analysis, the waste heat utilization priority under each working condition is formulated, and the power battery is heated on the basis that cab heating and driver temperature comfort are not affected as far as possible.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal management of engineering machinery, and in particular relates to an engine waste heat utilization system and method for a hybrid system. Background Art

[0002] Existing Technology With the increasing global attention to environmental protection and the increasing shortage of energy resources, hybrid technology has been gradually widely used in various means of transportation and construction machinery. In order to further optimize the energy utilization efficiency of hybrid excavators, improve their working efficiency and reduce their impact on the environment, the use of waste heat for energy recovery has become an important technical means. Waste heat refers to the waste heat generated by the conversion of mechanical energy into thermal energy during the transmission process of the excavator. By collecting and utilizing this part of waste heat, the overall energy utilization efficiency of the whole machine can be effectively improved.

[0003] In the Chinese invention patent application with application number 202310985616.8, a vehicle engine waste heat recovery control system and control method are disclosed, which belongs to the field of automobile engine waste heat recovery technology. The automobile engine waste heat recovery control system includes an absorption refrigeration system, a battery thermal management system and an engine cooling system. The inlet of the absorption refrigeration system is connected to the engine cooling system, and the outlet of the absorption refrigeration system is connected to the engine cooling system through the battery thermal management system. By combining the absorption refrigeration system, the battery thermal management system and the engine cooling system, only the engine waste heat is used as the heat source to realize the refrigeration and heating of the absorption refrigeration system and the battery thermal management system. In this scheme, the absorption refrigeration system, the battery thermal management system and the engine cooling system are combined, and the engine waste heat is used as the heat source to realize the refrigeration and heating of the absorption refrigeration system and the battery thermal management system, but no algorithm is implemented to control the refrigeration and heating of the refrigeration system and the battery thermal management system.

[0004] In the Chinese invention patent application with application number 202010846214.6, an engine waste heat utilization system and its control method are disclosed. An integrated heat exchanger, an electric pump, a solenoid valve and a connecting pipeline are added to the exhaust pipeline to make full use of the heat of the engine exhaust to achieve the purpose of quickly using the warm air conditioner and accelerating the engine warm-up after starting the vehicle; by connecting the vehicle radiator and the warm air conditioner, simplifying the pipeline through the solenoid valve, providing power through the electric pump to realize the coolant circulation, and comprehensively judging the battery power and the coolant temperature to determine the system operation time; the solenoid valve structure designed by the present invention can simplify the pipeline connection and realize the rapid switching of different coolant pipelines. It can realize the quick use of the warm air system after the vehicle is started, and the continuous provision of warm air for a period of time after the vehicle is turned off. When designing this scheme, there is no allocation for the warm air conditioner and engine warm-up, and different logics are used for judgment at different temperatures, so as to put the vehicle into the optimal working range as soon as possible.

[0005] In the Chinese invention patent application with application number 201710788552.7, a dual-path stepped recovery device, control method and control system for engine waste heat are disclosed, including: a waste heat high-temperature circuit and a waste heat low-temperature circuit; the waste heat high-temperature circuit includes a first generator, and a circulation circuit consisting of a first working fluid pump, a gearbox oil heat exchanger, an exhaust pipe evaporator, a first expander, a first condenser and a first working fluid tank connected in sequence through pipelines; the waste heat low-temperature circuit includes a second generator, and a circulation circuit consisting of a second working fluid pump, an intercooler heat exchanger, an engine cooling water evaporator, a second expander, a second condenser and a second working fluid tank connected in sequence through pipelines. By building a two-path stepped recovery and reuse pipeline device and two independent generators driven by their own expanders, the recovery and utilization of waste heat is made more reasonable, thereby effectively improving fuel efficiency and greatly saving fuel energy. In this scheme, two-way stepped recovery and reuse pipeline devices and two independent generators controlled by their own expanders are built to allow the engine waste heat to be independently recovered according to different high and low temperature pipelines. However, whether the waste heat temperature generated by the low-temperature pipeline can meet the heat requirements of various components. Summary of the invention

[0006] In view of the above problems, the present invention proposes an engine waste heat utilization system and method for a hybrid system. According to the current different operating conditions, the environmental operating conditions of the hybrid system are divided into multiple situation categories for analysis, and the waste heat utilization priority under each operating condition is formulated. The power battery is heated without affecting the heating of the cab and the temperature comfort of the driver as much as possible.

[0007] In order to achieve the above technical objectives and the above technical effects, the present invention is implemented through the following technical solutions:

[0008] In a first aspect, the present invention provides an engine waste heat utilization system for a hybrid system, comprising: a controller, and a first pump connected to the controller, an engine, a first circulation loop, and a second circulation loop;

[0009] The first pump is connected in series with the engine to form a pump circulation loop;

[0010] The first circulation loop and the second circulation loop are both connected in parallel with the pump circulation loop;

[0011] Based on the heating requirements of the cab and the power battery, the controller controls the opening of the first circulation loop and the second circulation loop, with the normal heating of the cab and the safety of the power battery heating as conditions, so that the high-temperature engine coolant in the engine is injected into the first circulation loop and / or the second circulation loop.

[0012] In combination with the first aspect, optionally, the first circulation loop includes: a first regulating valve and a cab heater core;

[0013] The inlet of the first regulating valve is connected to the outlet of the first pump, and the outlet of the first regulating valve is connected to the inlet of the cab heater core; the outlet of the cab heater core is connected to the inlet of the engine.

[0014] In combination with the first aspect, optionally, the second circulation loop includes a second regulating valve, a third regulating valve, a second pump and a power battery;

[0015] The inlet of the second regulating valve is connected to the outlet of the first pump and the outlet of the power battery respectively, and the outlet thereof is connected to the inlet of the third regulating valve and the power battery respectively;

[0016] The outlet of the third regulating valve is connected to the inlet of the engine;

[0017] The second pump is arranged at the outlet of the second regulating valve.

[0018] In combination with the first aspect, optionally, the second regulating valve and the third regulating valve have the same opening degree.

[0019] In combination with the first aspect, optionally, the second circulation loop further includes a temperature sensor and a heater;

[0020] The temperature sensor is used to monitor the inlet temperature of the power battery;

[0021] The heater is arranged at the entrance of the power battery.

[0022] In combination with the first aspect, optionally, based on the lowest temperature of the power battery cells, the highest temperature of the power battery cells and the average temperature of the power battery cells, the operating condition of the power battery is determined;

[0023] Based on the cab temperature, determine the working condition of the cab;

[0024] Based on the working conditions of the power battery and the working conditions of the cab, a heating demand priority is determined, and based on the heating demand priority, the opening degrees of the first circulation loop and the second circulation loop, and the enabling state of the heater are determined.

[0025] In combination with the first aspect, optionally, the working condition of the power battery includes an extremely cold working condition, an overcooled working condition, a normal temperature working condition and an overheated working condition; the working condition of the cab includes a non-overcooled cab and an overcooled cab;

[0026] The opening degrees of the first circulation loop and the second circulation loop are determined according to the following table:

[0027]

[0028] Among them, DrvRoomVlv represents the opening of the first regulating valve, BattVlv01 represents the opening of the second regulating valve, BattVlv02 represents the opening of the third regulating valve, and PTC represents the heater.

[0029] In combination with the first aspect, optionally, under extremely cold conditions of the power battery, the openings of the second regulating valve and the third regulating valve are obtained by looking up a table, which records a mapping relationship between the average temperature of the power battery and the openings of the second regulating valve and the third regulating valve.

[0030] In combination with the first aspect, optionally, under the overcooling condition of the power battery, the openings of the second regulating valve and the third regulating valve are obtained by the following method:

[0031] Under the overcooling condition of the power battery, the opening of the second regulating valve and the third regulating valve is obtained by the following method:

[0032] Obtain the power battery inlet temperature control target value b based on the current average temperature of the battery cell;

[0033] Based on the power battery inlet temperature control target value b and the power battery inlet temperature actual value, the target opening original value a of the second regulating valve and the third regulating valve is obtained through PID control;

[0034] Calculate the maximum battery temperature difference based on the current battery cell minimum temperature and battery cell maximum temperature;

[0035] The target opening factor c is obtained according to the current average temperature of the battery cells and the maximum battery temperature difference through the fuzzy control algorithm. Finally, the target opening original value a and the target opening factor c are multiplied to obtain the target opening final control value X of the second regulating valve and the third regulating valve.

[0036] In a second aspect, the present invention provides a method for utilizing the engine waste heat utilization system for a hybrid system applicable to any one of the first aspects, characterized by comprising:

[0037] Determining heating requirements of the cab and the power battery using the controller;

[0038] Under the condition that the cab is heated normally and the power battery is heated safely, the controller is used to control the opening of the first circulation loop and the second circulation loop so that the high-temperature engine coolant in the engine is injected into the first circulation loop and / or the second circulation loop.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] The present invention can utilize the waste heat of the engine to heat the power battery of the hybrid system, and by dividing the heating priorities of different working conditions, the power battery can be heated safely and reliably without affecting the heating of the cab.

[0041] The implementation process of the present invention is simple, does not require the aid of complex algorithms, is easy to apply in engineering, and has good portability. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative labor, among which:

[0043] Figure 1 This is a principle block diagram of an engine waste heat utilization system for a hybrid system according to an embodiment of the present invention;

[0044] Figure 2 A flow chart of a method for confirming the opening of a second regulating valve according to an embodiment of the present invention;

[0045] Figure 3 A schematic diagram of a fuzzy control algorithm flow chart of an embodiment of the present invention;

[0046] in:

[0047] 1-engine, 2-first pump, 3-first regulating valve, 4-cabin heater core, 5-third regulating valve, 6-second regulating valve, 7-second pump, 8-power battery, 9-heater, 10-temperature sensor. DETAILED DESCRIPTION

[0048] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0049] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0050] Example 1

[0051] In an embodiment of the present invention, a system for utilizing waste heat from an engine for a hybrid system is provided. Figure 1 As shown, it includes: a controller (not shown in the figure), and a first pump 2, an engine 1, a first circulation loop and a second circulation loop connected to the controller;

[0052] The first pump 2 is connected in series with the engine 1 to form a pump circulation loop; the engine 1 is used to provide power, and the first pump 2 is used to drive the high-temperature engine coolant in the engine 1 to flow;

[0053] The first circulation loop and the second circulation loop are both connected in parallel with the pump circulation loop;

[0054] Based on the heating requirements of the cab and the power battery 8, the controller controls the opening of the first circulation loop and the second circulation loop, with the normal heating of the cab and the safety of heating of the power battery 8 as conditions, so that the high-temperature engine coolant in the engine 1 is injected into the first circulation loop and / or the second circulation loop.

[0055] The present invention can utilize the waste heat of the engine to heat the power battery 8 of the hybrid system. By dividing the heating priorities of different working conditions, the power battery 8 can be heated safely and reliably without affecting the heating of the cab.

[0056] In a specific implementation of the embodiment of the present invention, the first circulation loop includes: a first regulating valve 3 and a cab heater core 4;

[0057] The inlet of the first regulating valve 3 is connected to the outlet of the first pump 2, and the outlet thereof is connected to the inlet of the cab heater core 4; the outlet of the cab heater core 4 is connected to the inlet of the engine 1;

[0058] When the opening of the first regulating valve 3 is greater than 0, the high-temperature engine coolant in the engine 1 enters the first regulating valve 3, the cab heater core 4 and the engine 1 in sequence through the first pump 2;

[0059] The opening range of the first regulating valve 3 is [0 100]. The larger the valve opening, the more high-temperature engine coolant flows through the first regulating valve 3. The cab heater core 4 is used to heat the cab.

[0060] In a specific implementation of the embodiment of the present invention, the second circulation loop includes a second regulating valve 6, a third regulating valve 5, a second pump 7 and a power battery 8;

[0061] The inlet of the second regulating valve 6 is connected to the outlet of the first pump 2 and the outlet of the power battery 8 respectively, and the outlet thereof is connected to the inlet of the third regulating valve 5 and the power battery 8 respectively;

[0062] The outlet of the third regulating valve 5 is connected to the inlet of the engine 1;

[0063] The second pump 7 is disposed at the outlet of the second regulating valve 6; the second pump 7 is used to drive the coolant to flow;

[0064] The power battery 8 includes a plurality of battery cells. In a specific implementation process, the temperature of each battery cell is measured.

[0065] The power battery 8 is used to provide power to the whole machine; the second regulating valve 6 and the third regulating valve 5 have the same opening, and the opening range of the two is [0 100]. The larger the opening of the two, the more coolant flows through the valve;

[0066] When the openings of the second regulating valve 6 and the third regulating valve 5 are greater than 0, the high-temperature engine coolant in the engine 1 and the power battery coolant in the power battery 8 enter the second regulating valve 6, and part of the coolant at the outlet of the second regulating valve 6 enters the engine 1 through the third regulating valve 5, and the other part enters the power battery 8.

[0067] In a specific implementation of the embodiment of the present invention, the second circulation loop further includes a temperature sensor 10 and a heater 9;

[0068] The temperature sensor 10 is used to monitor the inlet temperature of the power battery 8;

[0069] The heater 9 is disposed at the entrance of the power battery 8 and is used to heat the power battery 8 . In a specific implementation, the heater 9 may be a positive temperature coefficient thermistor (PTC).

[0070] In a specific implementation of the embodiment of the present invention, the working condition of the power battery 8 is determined based on the lowest temperature of the power battery cells, the highest temperature of the power battery cells and the average temperature of the power battery cells of the power battery 8;

[0071] Based on the cab temperature, determine the working condition of the cab;

[0072] Based on the working conditions of the power battery 8 and the working conditions of the cab, a heating demand priority is determined, and based on the heating demand priority, the openings of the first circulation loop and the second circulation loop are determined.

[0073] In the specific implementation process, according to the control requirements, based on the minimum temperature of the power battery cell, the maximum temperature of the power battery cell, and the average temperature of the power battery cell of the power battery 8, the power battery temperature operating conditions are mainly divided into four conditions: extremely cold conditions, overcooling conditions, normal temperature conditions, and overheating conditions; the division table is as follows:

[0074]

[0075]

[0076] When the power battery 8 does not meet the above working conditions, it is a normal temperature working condition of the power battery. Under this working condition, the opening degree of the second regulating valve 6 and the third regulating valve 5 is 0.

[0077] According to the cab temperature, the cab temperature condition is divided into two conditions: overcooling condition and non-overcooling condition. The division table is as follows:

[0078] Working conditions Judgment basis Cab overcooling condition Cab temperature <10℃ Cab non-overcooling condition Cab temperature ≥10℃

[0079] According to the above-mentioned 4 temperature conditions of the power battery and 2 temperature conditions of the cab, a total of 8 conditions are combined. According to different combined conditions, different heating demand priorities are divided, and the openings of the first regulating valve 3, the second regulating valve 6, and the third regulating valve 5 are controlled according to the priorities.

[0080] In a specific implementation of the embodiment of the present invention, the working conditions of the power battery 8 include extremely cold working conditions, overcooling working conditions, normal temperature working conditions, and overheating working conditions; the working conditions of the cab include non-overcooling of the cab and overcooling of the cab;

[0081] The opening degrees of the first circulation loop and the second circulation loop, and the enabling state of the heater 9 are determined according to the following table:

[0082]

[0083]

[0084] Among them, DrvRoomVlv represents the opening of the first regulating valve 3, BattVlv01 represents the opening of the second regulating valve 6, BattVlv02 represents the opening of the third regulating valve 5, and PTC represents the heater 9. That is:

[0085] (I) When the power battery 8 is in an extremely cold state:

[0086] When the cab is in the overcooling or non-overcooling state:

[0087] At this time, the body temperature of the power battery 8 is extremely low, and the current available power of the power battery 8 is low. Under this condition, the y value is calculated by the algorithm. At this stage, the power battery 8 needs to be heated as soon as possible to restore the normal discharge power of the power battery 8 and supply high voltage power to the necessary electrical equipment of the whole machine.

[0088] At this stage, the priority of power battery waste heat utilization is greater than that of cab waste heat utilization. At this stage, the battery can be allowed to report a temperature difference fault.

[0089] PTC disabled.

[0090] In a specific implementation of the embodiment of the present invention, under extremely cold conditions of the power battery, the opening of the second regulating valve 6 is obtained by looking up a table, which records the implicit relationship between the average temperature of the power battery and the opening of the second regulating valve 6. Specifically: according to the current average temperature of the power battery TBattave, look up MAP to obtain the opening y value of BattVlv01 and BattVlv02 under extremely cold conditions. At this time, the power battery 8 needs to be heated to a suitable temperature as soon as possible. The MAP value is shown in the following table:

[0091]

[0092]

[0093] The calculation formula of the average temperature of the power battery is: TBattave=0.5*(TBattMax+TBattMin), TBattMax is the maximum temperature of the battery cell, TBattMin is the minimum temperature of the battery cell, and TBattave is the average temperature of the power battery.

[0094] (ii) When the power battery 8 is in a power battery overcooling state:

[0095] 1) When the cab is in an overcooled state:

[0096] At this stage, the battery has a certain discharge power under this working condition, and the power battery 8 can meet the basic power demand of the whole machine. At this stage, the cab heating is restored as soon as possible so that the driver can work normally. At this stage, the cab waste heat utilization priority> power battery waste heat utilization limited level.

[0097] The PTC is enabled, and the power battery 8 is heated to a suitable temperature as quickly as possible through full PTC heating.

[0098] 2) When the cab is in a non-overcooled state:

[0099] At this stage, the power battery 8 has a certain discharge power, which can support the basic high-voltage power consumption of the whole machine; and the current cab is in a non-overcooled state, which can ensure that the driver in the cab will not feel uncomfortable due to the low temperature.

[0100] At this time, the priority of power battery waste heat utilization> the priority of cab waste heat utilization. By calculating BattVlv01=X through the algorithm, DrvRoomVlv=100-X.

[0101] The PTC is enabled, and the power battery 8 is heated to a suitable temperature as quickly as possible through PTC heating.

[0102] In a specific implementation of the present invention, since the engine coolant temperature is high (generally >85°C) and the power battery temperature is relatively low (<40°C), in order to avoid the high-temperature engine coolant entering the water path of the power battery 8 during the heating process and causing safety hazards, the present invention uses fuzzy control and PID control to adjust the opening of the second regulating valve and the third regulating valve under the power battery overcooling condition. Figure 2 As shown, the battery inlet temperature control target value b is obtained by checking MAP through the current battery cell average temperature, and the target opening original value a of the second regulating valve 6 and the third regulating valve 5 is obtained through PID control based on the battery inlet temperature control target value b and the actual value of the battery inlet temperature; at the same time, the battery temperature difference maximum value TBattDifft is calculated based on the current battery cell minimum temperature and the battery cell maximum temperature; the target opening factor c is obtained according to the current battery cell average temperature TBattave and the battery temperature difference maximum value TBattDifft through the fuzzy control algorithm, and finally the target opening original value a and the target opening factor c are multiplied to obtain the target opening final control value X of the second regulating valve 6 and the third regulating valve 5 (that is, X=a*c).

[0103] Specifically:

[0104] 1) Since the power battery 8 is relatively sensitive to temperature, the opening of the second regulating valve 6 and the third regulating valve 5 is directly controlled by the battery cell temperature, and the temperature control stability is poor. The present invention obtains the current battery inlet temperature control target value b by checking MAP through the average temperature of the battery cell, ensuring that during the engine waste heat utilization process, the overheated engine coolant will not damage the power battery 8 and affect the battery safety and reliability. MAP is shown in the following table:

[0105] Average battery cell temperature TBattave (℃) Battery inlet temperature target value b(℃) [-40,0] b＝20 (0,5] b=2*TBattave+20 (5,15] b=(TBattave-5) / 2+30 (15,30] b＝35

[0106] The battery inlet temperature target value b can be obtained through the above calculation.

[0107] 2) The target opening original value a of the second regulating valve 6 and the third regulating valve 5 is obtained according to the battery inlet temperature control target value b and the actual value of the battery inlet temperature through the PID control method.

[0108] 3) The target opening factor c is calculated by the fuzzy control algorithm, and the above target opening original value a is corrected, so as to avoid the failure of excessive temperature difference of the power battery 8 while taking into account the efficiency of engine waste heat utilization, thereby limiting the power output of the power battery.

[0109] The fuzzy control algorithm uses the membership function to convert the current battery cell average temperature TBattave and the maximum battery temperature difference TBattDifft (the difference between the lowest battery cell temperature and the highest battery cell temperature) from the domain representing the real physical meaning through fuzzy processing, and converts them into fuzzy language in the fuzzy subset of the fuzzy control algorithm. Through the formulated fuzzy rule base, the fuzzy language in the fuzzy subset of the target opening factor is decided, and finally resolved into the specific physical value of the target opening factor c representing the real physical meaning through the defuzzification processing of the membership function. The fuzzy control algorithm process is as follows: Figure 3 As shown;

[0110] a. Fuzzification of input and output variables: Convert the precise quantities of input and output into fuzzy language combinations of corresponding languages. First, determine the fuzzy subset {NB NS ZO PS PB} of the variable language describing the input and output; secondly, set the domain of the input and output variables. The domain of the average temperature of the battery cell TBattave is {-40 -20 0 20 40}, the domain of the maximum battery temperature difference TBattDifft is {0 5 10 15 20}, and the domain of the target opening factor c is {0 0.3 0.5 0.8 1};

[0111] The domain of the average battery cell temperature TBattave, the maximum battery temperature difference TBattDifft and the target opening factor c is divided, specifically including: mapping the domain {-40 -20 0 20 40} of the average battery cell temperature TBattave to the fuzzy subsets TBattave_{NB NS ZO PS PB} through the membership function, parsing the average battery cell temperature TBattave into the fuzzy subset TBattave_Des through the membership function, and the values ​​of TBattave_Des are TBattave_NB, TBattave_NS, TBattave_ZO, TBattave_PS, TBattave_PB; mapping the domain {0 5 10 15 20} of the maximum battery temperature difference TBattDifft to the fuzzy subsets TBattDifft_{NBNS ZO PS PB} through the membership function. PB}, the maximum battery temperature difference TBattDifft is parsed into fuzzy subset TBattDifft_Des through membership function, and the values ​​of TBattDifft_Des are TBattDifft_NB, TBattDifft_NS, TBattDifft_ZO, TBattDifft_PS, and TBattDifft_PB; the domain {0 0.3 0.50.8 1} of the target opening factor c is respectively mapped to the fuzzy subset c_{NB NS ZO PS PB} through membership function, and the target opening factor c is parsed into fuzzy subset c_Des through membership function, and the values ​​of c_Des are c_NB, c_NS, c_ZO, c_PS, and c_PB;

[0112] In a specific implementation process, the number of the membership functions is 5, and the membership function can be selected as Trimf.

[0113] b. Design of fuzzy reasoning decision algorithm: Perform fuzzy reasoning according to fuzzy control rules and decide the fuzzy output. First, determine the fuzzy rules. The fuzzy rule base is as follows:

[0114] TBattDifft_NB TBattDifft_NS TBattDifft_ZO TBattDifft_PS TBattDifft_PB TBattave_NB c_PB cP cP c_ZO c_ZO TBattave_NS c_PB c_PB cP cP c_ZO TBattave_ZO c_PB c_PB cP cP c_ZO TBattave_PS cP c_ZO c_ZO c_NS c_NS TBattave_PB cP c_ZO c_NS c_NS c_NB

[0115] The current average temperature of the battery cell TBattave and the maximum value of the battery temperature difference TBattDifft are converted into corresponding fuzzy languages ​​TBattave_Des and TBattDifft_Des through a membership function (such as Trimf), and the above fuzzy rule base is queried to obtain the corresponding fuzzy language c_Des. The fuzzy language c_Des is defuzzified into the real target opening factor c of the second regulating valve 6 and the third regulating valve 5 through a membership function (such as Trimf).

[0116] (III) When the power battery 8 is at room temperature:

[0117] 1) When the cab is in an overcooled state:

[0118] At this time, the priority of cab waste heat utilization is greater than that of power battery waste heat utilization. During this stage, the cab temperature should be restored to an appropriate temperature as soon as possible to avoid the cab temperature being too cold and affecting the driver's operation.

[0119] At this time, the PTC is enabled, and the temperature of the power battery is fine-tuned through the PTC to keep the power battery 8 in an efficient temperature range.

[0120] 2) When the cab is in a non-overcooled state:

[0121] At this time, the priority of cab waste heat utilization is greater than that of power battery waste heat utilization. At this stage, the power battery waste heat utilization regulating valve opening BattVlv01 = 0, to prevent the high temperature engine coolant from directly heating the battery and causing the power battery temperature to be too high. At this stage, PTC is enabled, and the power battery temperature is fine-tuned through PTC to keep the power battery 8 in an efficient temperature range.

[0122] (IV) When the power battery 8 is in an overheated state:

[0123] 1) When the cab is in an overcooled state:

[0124] At this time, the priority of cab waste heat utilization is greater than that of power battery waste heat utilization. During this stage, the cab temperature should be restored to an appropriate temperature as soon as possible to avoid the impact of excessively cold cab temperature on the driver.

[0125] PTC disabled.

[0126] 2) When the cab is in a non-overcooled state:

[0127] At this time, the priority of cab waste heat utilization is greater than that of power battery waste heat utilization. At this stage, the opening of the power battery waste heat utilization regulating valve BattVlv01 = 0, and PTC is disabled.

[0128] PTC disabled.

[0129] The working principle of the engine waste heat utilization system in the embodiment of the present invention is:

[0130] When the engine 1 is started, the engine 1 drives the first pump 2 to rotate, and the rotation of the first pump 2 drives the high-temperature engine coolant in the water circuit of the engine 1 to circulate, and the high-temperature engine coolant is brought to the cab heater core 4 or the power battery heating circuit; wherein, when there is a heating demand on the cab side, the controller is used to control the first regulating valve 3 to open a certain opening, so that the high-temperature engine coolant flows through the cab heater core 4, which is used to heat the cab; when there is a heating demand on the power battery 8 side, the controller is used to control the second regulating valve 6 and the third regulating valve 5 to open the same opening, so that the high-temperature engine coolant is injected into the power battery cooling circuit, thereby achieving the purpose of heating the power battery 8. In the present invention, the controller VCU controls the opening and closing procedures of the first regulating valve 3, the second regulating valve 6, and the third regulating valve 5 through hard-line signals, thereby achieving the purpose of controlling the utilization of engine waste heat.

[0131] Example 2

[0132] An embodiment of the present invention provides a method for utilizing the engine waste heat utilization system for a hybrid system applicable to any one of the embodiments 1, characterized by comprising:

[0133] Determining heating requirements of the cab and the power battery 8 using the controller;

[0134] Under the condition that the cab is heated normally and the power battery 8 is heated safely, the controller is used to control the opening of the first circulation loop and the second circulation loop so that the high-temperature engine coolant in the engine 1 is injected into the first circulation loop and / or the second circulation loop.

[0135] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0136] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0137] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0138] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0139] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the enlightenment of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which all fall within the protection of the present invention.

[0140] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. An engine waste heat utilization system for a hybrid system, characterized in that: include: A controller, and a first pump, an engine, a first circulation loop, and a second circulation loop connected to the controller; The first pump is connected in series with the engine to form a pump circulation loop; The first circulation loop and the second circulation loop are both connected in parallel with the pump circulation loop, and are used to heat the cab and the power battery respectively; Based on the heating requirements of the cab and the power battery, the controller controls the opening of the first circulation loop and the second circulation loop under the conditions of normal heating of the cab and safe heating of the power battery, so that the high-temperature engine coolant in the engine is injected into the first circulation loop and / or the second circulation loop.

2. The engine waste heat utilization system for a hybrid system according to claim 1, characterized in that: The first circulation loop includes: a first regulating valve and a cab heater core; The inlet of the first regulating valve is connected to the outlet of the first pump, and the outlet of the first regulating valve is connected to the inlet of the cab heater core; the outlet of the cab heater core is connected to the inlet of the engine.

3. The engine waste heat utilization system for a hybrid system according to claim 2, characterized in that: The second circulation loop includes a second regulating valve, a third regulating valve, a second pump and a power battery; The inlet of the second regulating valve is connected to the outlet of the first pump and the outlet of the power battery respectively, and the outlet thereof is connected to the inlet of the third regulating valve and the power battery respectively; The outlet of the third regulating valve is connected to the inlet of the engine; The second pump is arranged at the outlet of the second regulating valve; The power battery includes a plurality of battery cells.

4. The engine waste heat utilization system for a hybrid system according to claim 3, characterized in that: The second regulating valve and the third regulating valve have the same opening degree.

5. The engine waste heat utilization system for a hybrid system according to claim 3, characterized in that: The second circulation loop also includes a temperature sensor and a heater; The temperature sensor is used to monitor the inlet temperature of the power battery; The heater is arranged at the entrance of the power battery.

6. The engine waste heat utilization system for a hybrid system according to claim 5, characterized in that: Determining the operating condition of the power battery based on the lowest temperature of the power battery cells, the highest temperature of the power battery cells and the average temperature of the power battery cells; Based on the cab temperature, determine the working condition of the cab; Based on the working conditions of the power battery and the working conditions of the cab, a heating demand priority is determined, and based on the heating demand priority, the opening degrees of the first circulation loop and the second circulation loop, and the enabling state of the heater are determined.

7. The engine waste heat utilization system for a hybrid system according to claim 6, characterized in that: The working conditions of the power battery include extremely cold working conditions, overcooling working conditions, normal temperature working conditions and overheating working conditions; the working conditions of the cab include non-overcooling and overcooling; The opening degrees of the first circulation loop and the second circulation loop are determined according to the following table: Among them, DrvRoomVlv represents the opening of the first regulating valve, BattVlv01 represents the opening of the second regulating valve, BattVlv02 represents the opening of the third regulating valve, and PTC represents the heater.

8. The engine waste heat utilization system for a hybrid system according to claim 7, characterized in that: Under extremely cold conditions of the power battery, the openings of the second regulating valve and the third regulating valve are obtained by looking up a table, in which a mapping relationship between the average temperature of the power battery and the openings of the second regulating valve and the third regulating valve is recorded.

9. The engine waste heat utilization system for a hybrid system according to claim 7, characterized in that: Under the overcooling condition of the power battery, the opening of the second regulating valve and the third regulating valve is obtained by the following method: Obtain the power battery inlet temperature control target value b based on the current average temperature of the battery cell; Based on the power battery inlet temperature control target value b and the power battery inlet temperature actual value, the target opening original value a of the second regulating valve and the third regulating valve is obtained through PID control; Calculate the maximum battery temperature difference based on the current battery cell minimum temperature and battery cell maximum temperature; The target opening factor c is obtained according to the current average temperature of the battery cells and the maximum battery temperature difference through the fuzzy control algorithm. Finally, the target opening original value a and the target opening factor c are multiplied to obtain the target opening final control value X of the second regulating valve and the third regulating valve.

10. A method for utilizing the engine waste heat utilization system for a hybrid system applicable to any one of claims 1 to 9, characterized in that: include: Determining the heating requirements of the cab and the power battery using the controller; Under the condition that the cab is heated normally and the power battery is heated safely, the controller is used to control the opening of the first circulation loop and the second circulation loop so that the high-temperature engine coolant in the engine is injected into the first circulation loop and / or the second circulation loop.

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