Engine waste heat recovery method and device, computer equipment and storage medium

Abstract

The invention discloses an engine waste heat recovery method and device, computer equipment and a storage medium, relates to the technical field of vehicle heat management control, and aims to solve the problem that a waste heat recovery system in the related technology lacks dynamic adaptability to the actual driving working condition of a vehicle. The method comprises the steps that in response to the situation that the engine coolant temperature is larger than a preset threshold value and a passenger compartment and / or a battery pack have heating requirements, a target slope value corresponding to a road section where a vehicle is located is obtained; and according to the target slope value, the engine coolant flow flowing to the passenger compartment and / or the battery pack is controlled, and the engine coolant flow and the target slope value are in positive correlation.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management control, and in particular to an engine waste heat recovery method, device, computer equipment and storage medium. Background Art

[0002] Extended-range vehicles (ERVs), a new powertrain system that combines the advantages of pure electric vehicles (BEVs) and traditional fuel-powered vehicles, have garnered widespread attention in recent years. Their core feature is that the engine generates electricity to charge the battery pack, rather than directly powering the vehicle. This design not only extends the vehicle's range but also retains the environmental advantages of BEVs. However, in the actual operation of ERVs, the engine generates a large amount of waste heat during power generation. If this waste heat is not effectively recovered, it not only wastes energy but also places an additional burden on the vehicle's thermal management system.

[0003] In the prior art, waste heat recovery systems typically employ simple threshold control strategies. For example, when the engine coolant temperature reaches a preset threshold, the waste heat recovery device is activated. While this approach is simple to implement, it lacks dynamic adaptability to the vehicle's actual driving conditions. Summary of the Invention

[0004] Based on this, an engine waste heat recovery method, device, computer equipment and storage medium are provided to solve the problem in related technologies that the waste heat recovery system lacks dynamic adaptability to the actual driving conditions of the vehicle.

[0005] In a first aspect, the present invention provides a method for recovering waste heat from an engine, the method comprising:

[0006] In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located;

[0007] The engine coolant flow to the passenger compartment and / or the battery pack is controlled according to the target gradient value, and the engine coolant flow is positively correlated with the target gradient value.

[0008] In one embodiment, in response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located includes:

[0009] In response to the engine coolant temperature being greater than the preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a distance between the current position of the vehicle and a destination and a vehicle mode;

[0010] Under the condition that the distance is greater than a preset distance and the vehicle mode is not in an energy-saving mode, the target slope value is obtained.

[0011] In one embodiment, obtaining the target slope value corresponding to the road section where the vehicle is located includes:

[0012] Obtaining all altitude points between the vehicle's starting point and its end point, and determining each altitude extreme point from all altitude points;

[0013] Dividing the driving route between the starting point and the end point into a plurality of driving stages according to the respective altitude extreme points, wherein the road section where the vehicle is located is any one of the plurality of driving stages;

[0014] The gradient value corresponding to each driving stage is determined according to each altitude extreme point to obtain the target gradient value.

[0015] In one embodiment, obtaining the target slope value corresponding to the road section where the vehicle is located further includes:

[0016] Obtain all altitude points of the vehicle between the starting point and the end point;

[0017] Dividing the driving route into a plurality of driving intervals according to all the altitude points, wherein the road section where the vehicle is located is any one of the plurality of driving intervals;

[0018] The slope value corresponding to each of the driving intervals is determined according to all the altitude points to obtain the target slope value.

[0019] In one embodiment, the vehicle includes a passenger compartment thermal management circuit, a battery pack thermal management circuit, and an engine thermal management system. One end of the engine thermal management system is connected to a waste heat recovery three-way valve, and the other end is connected to the passenger compartment thermal management circuit and / or the battery pack thermal management circuit through a first three-way connector.

[0020] The controlling the flow of the engine coolant to the passenger compartment and / or the battery pack according to the target slope value includes:

[0021] determining a target duty cycle of the waste heat recovery three-way valve according to the target gradient value, and determining a flow rate of engine coolant to the passenger compartment and / or the battery pack according to the target duty cycle; wherein, when the target duty cycle is the duty cycle of a target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target gradient value;

[0022] Determining the target duty cycle of the waste heat recovery three-way valve according to the target slope value includes:

[0023] Calculating the current waste heat output of the engine according to the target slope value and the engine load;

[0024] Calculate the required heat according to the target outlet water temperature and the current outlet water temperature of the heater;

[0025] The target duty cycle is determined according to the current waste heat output and the required heat.

[0026] In one embodiment, after determining the target duty cycle of the waste heat recovery three-way valve according to the target slope value, the method further includes:

[0027] A target heating power of a heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

[0028] In one embodiment, determining the target heating power of the heater according to the target duty cycle includes:

[0029] Obtaining the required heat and the current waste heat output of the engine;

[0030] The target heating power is calculated according to the target duty cycle, the required heat and the current waste heat output.

[0031] In a second aspect, the present invention provides an engine waste heat recovery device, comprising:

[0032] an acquisition module, configured to acquire a target slope value corresponding to a road section on which the vehicle is located, in response to an engine coolant temperature being greater than a preset threshold and a passenger compartment and / or battery pack requiring heating;

[0033] A waste heat recovery module is used to control the flow of engine coolant flowing to the passenger compartment and / or the battery pack according to the target slope value, and the engine coolant flow is positively correlated with the target slope value.

[0034] In a third aspect, the present invention provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the engine waste heat recovery method of the first aspect when executing the computer program.

[0035] In a fourth aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the engine waste heat recovery method of the first aspect.

[0036] The above-mentioned engine waste heat recovery method, device, computer equipment and storage medium control the engine coolant flow in a positive correlation based on the real-time slope value in response to the engine coolant temperature being greater than a preset threshold and there being a need to heat the passenger compartment and / or battery pack, thereby increasing the engine coolant flow on uphill roads to distribute more heat to the passenger compartment and / or battery pack, and reducing the engine coolant flow on flat roads or downhill roads to prevent the engine from being overcooled, thereby significantly improving the adaptability of waste heat recovery to actual driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic diagram of the structure of a thermal management system in one embodiment;

[0038] Figure 2 A schematic flow chart of an engine waste heat recovery method according to an embodiment;

[0039] Figure 3 A schematic diagram of the structure of driving phase division in one embodiment;

[0040] Figure 4 A schematic diagram of the structure of driving interval division in one embodiment;

[0041] Figure 5 is a structural block diagram of an engine waste heat recovery device in one embodiment;

[0042] Figure 6 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail with reference to the accompanying drawings. The specific operating methods in the method embodiments can also be applied to device embodiments or system embodiments. It should be noted that in the description of the present invention, "multiple" is understood as "at least two". "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist, and B exists alone. A is connected to B, which can represent: A is directly connected to B and A is connected to B through C. In addition, in the description of the present invention, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0044] In the technical solution of the present invention, the acquisition, transmission, storage, and use of data are in compliance with the requirements of relevant national laws and regulations.

[0045] Before introducing the engine waste heat recovery method provided by the present invention, for ease of understanding, the technical background of the present invention is introduced in detail below.

[0046] In the prior art, waste heat recovery systems typically employ simple threshold control strategies. For example, when the engine coolant temperature reaches a preset threshold, the waste heat recovery device is activated. While this approach is simple to implement, it lacks dynamic adaptability to the vehicle's actual driving conditions.

[0047] In view of this, the present invention provides an engine waste heat recovery method, device, computer equipment and storage medium. In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or battery pack having a heating demand, the engine coolant flow is controlled in a positive correlation based on the real-time slope value, so as to increase the engine coolant flow on uphill roads to distribute more heat to the passenger compartment and / or battery pack, and reduce the engine coolant flow on flat roads or downhill roads to prevent the engine from being overcooled, thereby significantly improving the adaptability of waste heat recovery to actual driving conditions.

[0048] The engine waste heat recovery method provided by the present invention can be applied to Figure 1 In the thermal management system shown in Figure 1 As shown, the system includes: a passenger compartment thermal management circuit, a heat exchanger, a battery pack thermal management circuit and an engine thermal management system.

[0049] Exemplarily, the passenger compartment thermal management circuit includes a first three-way joint, a first water pump, a heater, a heating three-way valve, a heater core, a second three-way joint and a waste heat recovery three-way valve. Among them, one end of the first water pump is connected to one end of the heater, and the other end of the first water pump is connected to the first three-way joint. The other end of the heater is connected to the valve port a of the heating three-way valve, the valve port b of the heating three-way valve is connected to one end of the heater core, and the other end of the heater core is connected to the second three-way joint. The second three-way joint is connected to the valve port 1 of the waste heat recovery three-way valve, and the valve port 3 of the waste heat recovery three-way valve is connected to the first three-way joint. The heater can be a positive temperature coefficient (PTC) heater, which depends on the specific situation and is not limited here.

[0050] One end of the heat exchanger's hot side is connected to port C of the heating three-way valve, and the other end is connected to the second three-way connector. The water side of the heat exchanger is connected to the battery pack's thermal management circuit, which includes the battery pack, a second water pump, and a water storage bottle. Coolant from the second water pump flows through the battery pack and then to the water side of the heat exchanger. There, it absorbs heat from the hot-side liquid before returning to the second water pump to begin the next cycle or flowing into the water storage bottle for storage. If the battery pack's thermal management circuit runs low on coolant, it is replenished from the water storage bottle.

[0051] In addition, the second valve port of the waste heat recovery three-way valve is connected to one end of the engine thermal management system, and the other end of the engine thermal management system is connected to the first three-way connector.

[0052] In the present invention, the function of the heating three-way valve is to adjust flow distribution. For example, when only the passenger compartment requires heating, port c of the heating three-way valve is closed, so that the liquid flowing out of the heater flows entirely from port b of the heating three-way valve to the heater core in the passenger compartment to heat the passenger compartment. When only the battery pack requires heating, port b of the heating three-way valve is closed, so that the liquid flowing out of the heater flows entirely from port c of the heating three-way valve to the hot side of the heat exchanger, and the battery pack is heated through heat exchange between the hot side and the water side of the heat exchanger. When both the passenger compartment and the battery pack require heating, the duty ratios of ports b and c of the heating three-way valve are adjusted according to a preset ratio (the larger the duty ratio, the greater the flow rate. Generally, the duty ratio of port b is greater than the duty ratio of port c. The preset ratio may also be determined based on the actual heat requirements of the passenger compartment and the battery pack. The specific value of the preset ratio depends on the situation and is not limited here). Such that the liquid flowing out of the heater flows to the heater core in the passenger compartment and the hot side of the heat exchanger, respectively, according to the preset ratio, to heat the passenger compartment and the battery pack.

[0053] Based on the above-described thermal management system, in response to detecting that the engine coolant temperature is greater than a preset threshold (which can be obtained by a temperature sensor) and that there is a need to heat the passenger compartment and / or battery pack, the engine coolant in the engine thermal management system is directed through a first three-way joint to a first water pump. Coolant flows out of the first water pump, is heated by a heater, and then flows through port a of the heating three-way valve. The coolant then flows through port b of the heating three-way valve to a heater core in the passenger compartment to exchange heat with the air, thereby utilizing waste heat from the engine to heat the passenger compartment. Furthermore, the coolant flows through port c of the heating three-way valve to the hot side of a heat exchanger. Upon reaching the water side of the heat exchanger, the coolant in the battery pack thermal management circuit transfers heat to the coolant in the battery pack thermal management circuit, thereby utilizing waste heat from the engine to heat the battery pack.

[0054] The coolant flowing out from the hot side of the heat exchanger and the heater core of the passenger compartment passes through the second three-way joint and is collected into valve port 1 of the waste heat recovery three-way valve. Part of it returns to the engine thermal management system through valve port 2 of the waste heat recovery three-way valve (the greater the flow returning to the engine thermal management system, the greater the engine coolant flow from the engine thermal management system to the passenger compartment and battery pack); the other part returns to the first water pump through valve port 3 of the waste heat recovery three-way valve. At this point, the cycle is completed, thereby realizing the control of the engine coolant flow to the passenger compartment and battery pack through the waste heat recovery three-way valve.

[0055] The technical solution provided by the present invention is described in detail below with reference to the accompanying drawings and specific implementation methods.

[0056] Figure 2 A schematic diagram of a flow chart of an engine waste heat recovery method in one embodiment, wherein the method is applied to Figure 1 Taking the thermal management system in the example of FIG as an example, the process can be executed by the engine waste heat recovery device, which can be implemented by software, hardware, or a combination of software and hardware. Figure 2 As shown, the process includes the following steps:

[0057] S201, in response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located;

[0058] S202 , controlling the flow of engine coolant to the passenger compartment and / or battery pack according to the target slope value, wherein the engine coolant flow is positively correlated with the target slope value.

[0059] In the present invention, the vehicle is an extended-range vehicle.

[0060] For example, in response to the engine coolant temperature exceeding a preset threshold and a need to heat the passenger compartment and / or battery pack, the engine residual heat management mode is activated. This includes obtaining a target slope value corresponding to the road section the vehicle is on and controlling the engine coolant flow to the passenger compartment and / or battery pack based on the target slope value. The engine coolant flow rate is positively correlated with the target slope value. The preset threshold value may be 70 degrees Celsius, though the specific value depends on the situation and is not limited here.

[0061] In response to the engine coolant temperature being less than a target preset threshold and there being no heating demand for the passenger compartment and the battery pack, the engine waste heat management mode is turned off. The target preset threshold may be 60 degrees Celsius, and the specific value depends on the situation and is not limited here.

[0062] Generally, the preset threshold is greater than the target preset threshold in order to provide the driver and the thermal management system with response time and avoid frequent starting and stopping of the engine waste heat management mode, thereby improving the overall stability and service life of the system.

[0063] Through the above method, in response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or battery pack having a heating demand, the engine coolant flow is controlled in a positive correlation based on the real-time slope value, thereby increasing the engine coolant flow on uphill roads to distribute more heat to the passenger compartment and / or battery pack, and reducing the engine coolant flow on flat roads or downhill roads to prevent the engine from being overcooled, thereby significantly improving the adaptability of waste heat recovery to actual driving conditions.

[0064] In one embodiment, for example, in response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located in S201 includes but is not limited to:

[0065] In response to the engine coolant temperature being greater than a preset threshold and there being a need to heat the passenger compartment and / or battery pack, the distance between the vehicle's current position and the destination is obtained, which can be obtained through the vehicle navigation system. The specific acquisition method depends on the situation and is not limited here.

[0066] When the distance between the vehicle's current position and the end point is greater than the preset distance and the vehicle mode is not in energy-saving mode, the target slope value corresponding to the road section where the vehicle is located is obtained. The preset distance can be 5 kilometers. The specific value depends on the situation and is not limited here.

[0067] Optionally, when the distance between the current position of the vehicle and the end point is not greater than a preset distance and the vehicle mode is in energy-saving mode, the heater is turned off to save the heating energy consumption of the heater and maximize the low-temperature endurance range.

[0068] This method determines the distance between the vehicle's current location and its destination, identifying whether it is in a long-distance driving state. If the distance is greater than a preset distance, the vehicle is deemed to have sufficient time and range for waste heat recovery. This avoids frequent starts and stops during short trips, reducing energy waste and extending component life. Furthermore, by detecting whether the vehicle is in energy-saving mode, the system can flexibly adjust to the driver's actual needs (e.g., prioritizing energy conservation or comfort), enhancing the user experience.

[0069] In one embodiment, for example, obtaining the target slope value corresponding to the road section where the vehicle is located in S201 includes but is not limited to:

[0070] First, all altitude points between the vehicle's starting point and the end point are obtained, and each altitude extreme point is determined from all altitude points. Among them, all altitude points between the starting point and the end point can be obtained based on the vehicle's high-precision map and positioning data.

[0071] Figure 3 FIG. 1 is a schematic diagram showing the structure of driving phase division in one embodiment. Figure 3 As shown, five altitude extreme points can be determined based on all altitude points between the starting point and the end point, and are used as waypoint 1, waypoint 2, waypoint 3, waypoint 4, and waypoint 5. The corresponding altitudes are h1, h2, h3, h4, and h5, respectively. The altitudes of the starting point and the end point are h0 and h6, respectively.

[0072] Then, the driving route between the starting point and the end point is divided into multiple driving stages according to each altitude extreme point, wherein the road section where the vehicle is located is any driving stage among the multiple driving stages.

[0073] like Figure 3 As shown, according to each altitude extreme point: waypoint 1, waypoint 2, waypoint 3, waypoint 4, and waypoint 5, the driving route between the starting point and the end point is divided into 6 driving stages, namely, starting point-waypoint 1, waypoint 1-waypoint 2, waypoint 2-waypoint 3, waypoint 3-waypoint 4, waypoint 4-waypoint 5, and waypoint 5-end point.

[0074] Finally, the slope value corresponding to each driving stage is determined based on each altitude extreme point to obtain the target slope value corresponding to the road section where the vehicle is located. The slope value S (generally expressed as a percentage) can be determined by:

[0075]

[0076] In formula (1), Δh is the height difference between adjacent extreme altitude points, and ΔL is the horizontal distance between adjacent extreme altitude points.

[0077] like Figure 3 As shown, when calculating the slope value S1 corresponding to the starting point-waypoint 1, Δh=h1-h0, and ΔL1 is the horizontal distance between waypoint 1 and the starting point; when calculating the slope value S4 corresponding to the waypoint 3-waypoint 4, Δh=h2-h1, and ΔL4 is the horizontal distance between waypoint 4 and waypoint 3.

[0078] Similarly, it can be concluded that the slope corresponding to waypoint 1-waypoint 2 is S2, the slope corresponding to waypoint 2-waypoint 3 is S3, the slope corresponding to waypoint 4-waypoint 5 is S5, and the slope corresponding to waypoint 5-end point is S6, among which S1, S3 and S5 are positive values, and S2, S4 and S6 are negative values.

[0079] In addition, the altitude difference can also be used to determine the slope type corresponding to each driving stage: if the altitude difference is a positive value, the slope type is uphill; if the altitude difference is a negative value, the slope type is downhill.

[0080] like Figure 3 As shown, if h1-h0>0, the starting point-waypoint 1 is uphill; if h2-h1<0, the waypoint 1-waypoint 2 is downhill; if h3-h2>0, the waypoint 2-waypoint 3 is uphill; if h4-h3<0, the waypoint 3-waypoint 4 is downhill; if h5-h4>0, the waypoint 4-waypoint 5 is uphill; if h6-h5<0, the waypoint 5-end point is downhill.

[0081] Through the above method, the slope value corresponding to each driving stage is determined according to each altitude extreme point, providing key input for the thermal management system, improving the engine waste heat recovery efficiency, and enabling the system to dynamically adjust the waste heat recovery three-way valve according to the slope value, thereby achieving precise control of the waste heat recovery three-way valve, thereby improving the utilization rate of engine waste heat.

[0082] In one embodiment, for example, obtaining the target slope value corresponding to the road section where the vehicle is located in S201 further includes:

[0083] All altitude points between the vehicle's starting point and the end point are obtained, and the driving route between the starting point and the end point is divided into multiple driving intervals according to all the altitude points, wherein the road section where the vehicle is located is any driving interval in the multiple driving intervals.

[0084] Figure 4 FIG. 1 is a schematic diagram showing the structure of the driving range division in one embodiment. Figure 4 As shown, all altitude points between the starting point and the end point include A1, A2, A3, A4, A5 and A6, and the driving route between the starting point and the end point is divided into 7 driving intervals: starting point-A1, A1-A2, A2-A3, A3-A4, A4-A5, A5-A6, A6-end point.

[0085] Then, based on all altitude points, the slope value corresponding to each driving interval is determined to obtain the target slope value corresponding to the road section where the vehicle is located (this is consistent with the above method of determining the slope value corresponding to each driving stage based on each altitude extreme point, and is not repeated here).

[0086] Through the above method, the driving route is divided into multiple driving intervals according to all altitude points, and the slope value corresponding to each driving interval is determined to obtain the real-time slope value. Therefore, more accurate waste heat recovery three-way valve control can be achieved based on the real-time slope value, further improving the utilization rate of engine waste heat.

[0087] In one embodiment, for example, controlling the flow of engine coolant to the passenger compartment and / or battery pack according to the target slope value in S202 includes but is not limited to:

[0088] The target duty cycle of the waste heat recovery three-way valve is determined according to the target slope value, and the engine coolant flow to the passenger compartment and / or battery pack is determined according to the target duty cycle; wherein, when the target duty cycle is the duty cycle of the target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target slope value.

[0089] Depend on Figure 1As can be seen, the target valve duty cycle refers to the duty cycle of port 2 of the waste heat recovery three-way valve, affecting the coolant flow rate returning to the engine thermal management system through ports 1 and 2 of the waste heat recovery three-way valve. A greater duty cycle of port 2 increases the amount of coolant flowing back to the engine thermal management system, increasing the amount of engine coolant delivered to the first water pump. Consequently, greater engine coolant flow to the passenger compartment and / or battery pack effectively utilizes engine waste heat.

[0090] The target duty cycle of the waste heat recovery three-way valve is determined according to the target slope value, including but not limited to:

[0091] First, the current waste heat output of the engine is determined based on the target slope value and engine load. The engine load includes at least the engine speed and torque. The target slope value directly affects the engine load and heat output. The larger the target slope value, the higher the engine load and the more waste heat generated.

[0092] For example, the current waste heat output of the engine Q is calculated based on the target slope value and the engine load as follows: Q = k1*target slope value+k2*engine load, where k1 and k2 are proportional coefficients used to convert the target slope value and the engine load into units. k1 represents the degree of influence of the slope value on the engine waste heat output (e.g., for every 1% increase in the slope value, the engine waste heat output increases by 1 kilowatt); k2 represents the degree of influence of the engine load on the engine waste heat output (e.g., for every 1% increase in the engine load, the engine waste heat output increases by 1 kilowatt). The specific values depend on the circumstances and are not limited here.

[0093] Then, the required heat is calculated based on the target outlet water temperature of the heater and the current outlet water temperature, wherein the target outlet water temperature of the heater is the target temperature set by the thermal management system.

[0094] For example, based on the target outlet water temperature T and the current outlet water temperature T', the required heat Q'=k*(T-T') is calculated, where k is a proportional coefficient used to convert the unit of the water temperature difference. The specific value depends on the situation and is not limited here.

[0095] Finally, the target duty cycle of the waste heat recovery three-way valve is determined based on the current waste heat output Q and the required heat Q'. The target duty cycle D can be determined by:

[0096]

[0097] In formula (2), C is the correction coefficient, which can be determined based on the efficiency of the thermal management system, the heat dissipation efficiency, etc. The specific value depends on the situation and is not limited here. The corresponding relationship between the slope value and the duty cycle of the waste heat recovery three-way valve is shown in the following table:

[0098] Table 1 Correspondence between a slope value and the duty cycle of the waste heat recovery three-way valve

[0099]

[0100] Through the above method, the current waste heat output of the engine is calculated according to the target slope value and the engine load, so that the duty cycle of the waste heat recovery three-way valve is dynamically adjusted according to the current waste heat output and the required heat, thereby improving the utilization rate of the engine waste heat and reducing energy waste.

[0101] In one embodiment, it is exemplified that after determining the target duty cycle of the waste heat recovery three-way valve according to the target slope value, the method further includes:

[0102] A target heating power of the heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

[0103] By using the above method, the heating power of the heater is dynamically adjusted according to the target duty cycle of the waste heat recovery three-way valve, which can reduce the power consumption of the heater, avoid overheating or insufficient heat, and achieve efficient and stable thermal management.

[0104] In one embodiment, for example, determining the target heating power of the heater according to the target duty cycle includes but is not limited to:

[0105] Obtain the required heat Q' and the current waste heat output Q of the engine, and calculate the target heating power P = Q'-(Q*D) based on the target duty cycle D, Q', and Q. Q is related to the target slope value corresponding to the road section the vehicle is on. Therefore, the target slope value also affects the target heating power of the heater. The target heating power and the target slope value are negatively correlated. This is shown in the following table:

[0106] Table 2 Correspondence between a slope value, waste heat recovery three-way valve duty cycle and heating power

[0107]

[0108] Among them, when the slope value reaches the preset slope or the duty cycle of the waste heat recovery three-way valve reaches the preset duty cycle, the heating power of the heater is controlled to be 0, as shown in Table 2. When the slope value reaches 5% or the duty cycle of the waste heat recovery three-way valve reaches 60% (the specific values of the preset slope and the preset duty cycle depend on the situation and are not limited here), the heating power of the heater is controlled to be 0. At this time, the waste heat output of the engine is sufficient to meet the heat demand of the thermal management system, thereby avoiding energy waste.

[0109] Through the above method, the heating power of the heater can be precisely controlled according to the target duty cycle of the waste heat recovery three-way valve, the required heat and the current waste heat output of the engine, thereby effectively reducing the power consumption of the heater.

[0110] It should be understood that although Figure 2 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 2 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0111] In one embodiment, Figure 5 As shown, an engine waste heat recovery device is provided, including: an acquisition module 501 and a waste heat recovery module 502, wherein:

[0112] An acquisition module 501 is configured to acquire a target slope value corresponding to a road section on which the vehicle is located in response to the engine coolant temperature being greater than a preset threshold and a passenger compartment and / or battery pack requiring heating.

[0113] The waste heat recovery module 502 is used to control the flow of engine coolant flowing to the passenger compartment and / or battery pack according to the target slope value. The engine coolant flow is positively correlated with the target slope value.

[0114] In one embodiment, the acquisition module 501 is used to:

[0115] In response to the engine coolant temperature being greater than a preset threshold and a passenger cabin and / or battery pack requiring heating, obtaining a distance between the current position of the vehicle and the destination and a vehicle mode;

[0116] Under the condition that the distance is greater than the preset distance and the vehicle mode is not in the energy-saving mode, the target slope value is obtained.

[0117] In one embodiment, the acquisition module 501 is further configured to:

[0118] Obtain all altitude points between the vehicle's starting point and the end point, and determine each altitude extreme point from all altitude points;

[0119] According to each altitude extreme point, the driving route between the starting point and the end point is divided into multiple driving stages, wherein the road section where the vehicle is located is any driving stage among the multiple driving stages;

[0120] The slope value corresponding to each driving stage is determined according to each altitude extreme point to obtain the target slope value.

[0121] In one embodiment, the acquisition module 501 is further configured to:

[0122] Get all the altitude points between the vehicle's starting point and the end point;

[0123] Dividing the driving route into a plurality of driving intervals according to all altitude points, wherein the road section where the vehicle is located is any one of the plurality of driving intervals;

[0124] Based on all altitude points, the slope value corresponding to each driving interval is determined to obtain the target slope value.

[0125] In one embodiment, the waste heat recovery module 502 is used to:

[0126] determining a target duty cycle of the waste heat recovery three-way valve based on the target slope value, and determining the flow rate of engine coolant to the passenger compartment and / or battery pack based on the target duty cycle; wherein, when the target duty cycle is the duty cycle of a target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target slope value;

[0127] The current waste heat output of the engine is calculated based on the target slope value and the engine load. The required heat is calculated based on the target outlet water temperature of the heater and the current outlet water temperature. The target duty cycle is determined based on the current waste heat output and the required heat.

[0128] In one embodiment, the waste heat recovery module 502 is further configured to:

[0129] A target heating power of the heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

[0130] In one embodiment, the waste heat recovery module 502 is further configured to:

[0131] Obtaining the required heat and the current waste heat output of the engine;

[0132] The target heating power is calculated based on the target duty cycle, required heat, and current waste heat output.

[0133] The specific definition of the engine waste heat recovery device can be found in the definition of the engine waste heat recovery method above and will not be repeated here. The various modules in the aforementioned engine waste heat recovery device can be implemented in whole or in part through software, hardware, or a combination thereof. Each of the aforementioned modules can be embedded in or independent of a processor in a computer device in hardware form, or can be stored in a memory in a computer device in software form, so that the processor can call and execute the corresponding operations of each of the aforementioned modules.

[0134] In one embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, a network interface and a database connected via a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store engine waste heat recovery data. The network interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, an engine waste heat recovery method is implemented.

[0135] Those skilled in the art will understand that Figure 6 The structure shown in the figure is merely a block diagram of a portion of the structure related to the solution of the present invention and does not constitute a limitation on the computer device to which the solution of the present invention is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0136] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are performed:

[0137] In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located;

[0138] The flow of engine coolant to the passenger compartment and / or the battery pack is controlled according to the target slope value, and the engine coolant flow is positively correlated with the target slope value.

[0139] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0140] In response to the engine coolant temperature being greater than a preset threshold and a passenger cabin and / or battery pack requiring heating, obtaining a distance between the current position of the vehicle and the destination and a vehicle mode;

[0141] Under the condition that the distance is greater than the preset distance and the vehicle mode is not in the energy-saving mode, the target slope value is obtained.

[0142] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0143] Obtain all altitude points between the vehicle's starting point and the end point, and determine each altitude extreme point from all altitude points;

[0144] According to each altitude extreme point, the driving route between the starting point and the end point is divided into multiple driving stages, wherein the road section where the vehicle is located is any driving stage among the multiple driving stages;

[0145] The slope value corresponding to each driving stage is determined according to each altitude extreme point to obtain the target slope value.

[0146] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0147] Get all the altitude points between the vehicle's starting point and the end point;

[0148] Dividing the driving route into a plurality of driving intervals according to all altitude points, wherein the road section where the vehicle is located is any one of the plurality of driving intervals;

[0149] Based on all altitude points, the slope value corresponding to each driving interval is determined to obtain the target slope value.

[0150] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0151] determining a target duty cycle of the waste heat recovery three-way valve based on the target slope value, and determining the flow rate of engine coolant to the passenger compartment and / or battery pack based on the target duty cycle; wherein, when the target duty cycle is the duty cycle of a target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target slope value;

[0152] The current waste heat output of the engine is calculated based on the target slope value and the engine load. The required heat is calculated based on the target outlet water temperature of the heater and the current outlet water temperature. The target duty cycle is determined based on the current waste heat output and the required heat.

[0153] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0154] A target heating power of the heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

[0155] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0156] Obtaining the required heat and the current waste heat output of the engine;

[0157] The target heating power is calculated based on the target duty cycle, required heat, and current waste heat output.

[0158] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0159] In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located;

[0160] The flow of engine coolant to the passenger compartment and / or the battery pack is controlled according to the target slope value, and the engine coolant flow is positively correlated with the target slope value.

[0161] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0162] In response to the engine coolant temperature being greater than a preset threshold and a passenger cabin and / or battery pack requiring heating, obtaining a distance between the current position of the vehicle and the destination and a vehicle mode;

[0163] Under the condition that the distance is greater than the preset distance and the vehicle mode is not in the energy-saving mode, the target slope value is obtained.

[0164] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0165] Obtain all altitude points between the vehicle's starting point and the end point, and determine each altitude extreme point from all altitude points;

[0166] According to each altitude extreme point, the driving route between the starting point and the end point is divided into multiple driving stages, wherein the road section where the vehicle is located is any driving stage among the multiple driving stages;

[0167] The slope value corresponding to each driving stage is determined according to each altitude extreme point to obtain the target slope value.

[0168] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0169] Get all the altitude points between the vehicle's starting point and the end point;

[0170] Dividing the driving route into a plurality of driving intervals according to all altitude points, wherein the road section where the vehicle is located is any one of the plurality of driving intervals;

[0171] Based on all altitude points, the slope value corresponding to each driving interval is determined to obtain the target slope value.

[0172] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0173] determining a target duty cycle of the waste heat recovery three-way valve based on the target slope value, and determining the flow rate of engine coolant to the passenger compartment and / or battery pack based on the target duty cycle; wherein, when the target duty cycle is the duty cycle of a target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target slope value;

[0174] The current waste heat output of the engine is calculated based on the target slope value and the engine load. The required heat is calculated based on the target outlet water temperature of the heater and the current outlet water temperature. The target duty cycle is determined based on the current waste heat output and the required heat.

[0175] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0176] A target heating power of the heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

[0177] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0178] Obtaining the required heat and the current waste heat output of the engine;

[0179] The target heating power is calculated based on the target duty cycle, required heat, and current waste heat output.

[0180] Those skilled in the art will appreciate that all or part of the processes in the above-described embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the above-described embodiments. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct RAM bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM).

[0181] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0182] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A method for recovering waste heat from an engine, characterized in that: The method comprises: In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located; The engine coolant flow to the passenger compartment and / or the battery pack is controlled according to the target gradient value, and the engine coolant flow is positively correlated with the target gradient value.

2. The method according to claim 1, characterized in that In response to the engine coolant temperature being greater than a preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a target slope value corresponding to the road section on which the vehicle is located includes: In response to the engine coolant temperature being greater than the preset threshold and the passenger compartment and / or the battery pack requiring heating, obtaining a distance between the current position of the vehicle and a destination and a vehicle mode; Under the condition that the distance is greater than a preset distance and the vehicle mode is not in an energy-saving mode, the target slope value is obtained.

3. The method according to claim 1, characterized in that The obtaining of a target slope value corresponding to the road section where the vehicle is located includes: Obtaining all altitude points between the vehicle's starting point and its end point, and determining each altitude extreme point from all altitude points; Dividing the driving route between the starting point and the end point into a plurality of driving stages according to the respective altitude extreme points, wherein the road section where the vehicle is located is any one of the plurality of driving stages; The gradient value corresponding to each driving stage is determined according to each altitude extreme point to obtain the target gradient value.

4. The method according to claim 1, wherein The step of obtaining the target slope value corresponding to the road section where the vehicle is located further includes: Obtain all altitude points of the vehicle between the starting point and the end point; Dividing the driving route into a plurality of driving intervals according to all the altitude points, wherein the road section where the vehicle is located is any one of the plurality of driving intervals; The slope value corresponding to each of the driving intervals is determined according to all the altitude points to obtain the target slope value.

5. The method according to claim 1, wherein The vehicle includes a passenger compartment thermal management circuit, a battery pack thermal management circuit, and an engine thermal management system, wherein one end of the engine thermal management system is connected to a waste heat recovery three-way valve, and the other end is connected to the passenger compartment thermal management circuit and / or the battery pack thermal management circuit through a first three-way connector; The controlling the flow of the engine coolant to the passenger compartment and / or the battery pack according to the target slope value includes: determining a target duty cycle of the waste heat recovery three-way valve according to the target gradient value, and determining a flow rate of engine coolant to the passenger compartment and / or the battery pack according to the target duty cycle; wherein, when the target duty cycle is the duty cycle of a target valve on the waste heat recovery three-way valve connected to the engine thermal management system, the target duty cycle is positively correlated with the target gradient value; Determining the target duty cycle of the waste heat recovery three-way valve according to the target slope value includes: Calculating the current waste heat output of the engine according to the target slope value and the engine load; Calculate the required heat according to the target outlet water temperature and the current outlet water temperature of the heater; The target duty cycle is determined according to the current waste heat output and the required heat.

6. The method according to claim 5, characterized in that After determining the target duty cycle of the waste heat recovery three-way valve according to the target slope value, the method further includes: A target heating power of a heater is determined based on the target duty cycle, wherein the heater is used to heat coolant flowing to the passenger compartment and / or the battery pack, and the target heating power is negatively correlated with the target duty cycle.

7. The method according to claim 6, characterized in that Determining the target heating power of the heater according to the target duty cycle includes: Obtaining the required heat and the current waste heat output of the engine; The target heating power is calculated according to the target duty cycle, the required heat and the current waste heat output.

8. An engine waste heat recovery device, characterized in that: The device comprises: an acquisition module, configured to acquire a target slope value corresponding to a road section on which the vehicle is located, in response to an engine coolant temperature being greater than a preset threshold and a passenger compartment and / or battery pack requiring heating; A waste heat recovery module is used to control the flow of engine coolant flowing to the passenger compartment and / or the battery pack according to the target slope value, and the engine coolant flow is positively correlated with the target slope value.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

Images