Automobile electric drive system with waste heat recovery and reutilization functions

Abstract

An automobile electric drive system with waste heat recovery and reutilization functions comprises a drive motor, a main cooling circulation loop, a thermoelectric conversion module, a vehicle low-voltage power grid and a waste heat reutilization unit. Waste heat of the driving motor is absorbed by a cooling medium in the main cooling circulation loop and is led out; the thermoelectric conversion module is in fluid communication with the main cooling circulation loop, recovers part of waste heat carried by the high-temperature cooling medium, converts the waste heat into electric energy and supplies the electric energy to a vehicle low-voltage power grid; the waste heat recycling unit comprises a cabin heating interface module and a battery preheating and heat preservation interface module; the cabin heating interface module is used for heating air by using a high-temperature cooling medium so as to supply heat to a cabin; and the battery preheating and heat preservation interface module preheats the power battery pack by using a high-temperature cooling medium. Waste heat of the driving motor can be effectively recycled and reused in multiple ways, and the energy utilization efficiency of the whole vehicle is improved.

Description

Technical Field

[0001] The present invention relates to an automobile electric drive system capable of recovering and reusing waste heat. Background Art

[0002] As the primary development direction for new energy vehicles, electric vehicles (EVs) face significant challenges in terms of energy efficiency and range, making them key indicators of user focus and key areas for continued technological advancement. The drive motor, a core component of EVs, inevitably generates some heat loss during the conversion of electrical energy into mechanical energy, often referred to as waste heat. Effectively managing and utilizing this waste heat is crucial for improving overall vehicle energy efficiency.

[0003] Currently, liquid cooling is commonly used to manage the thermal performance of electric vehicle drive motors. After the cooling medium flows through the motor to remove heat, in most cases, this heat is dissipated directly into the atmosphere through a radiator at the front of the vehicle. While this direct heat dissipation method ensures the normal operating temperature of the motor, the waste heat generated by the drive motor is not effectively utilized, resulting in energy waste and directly affecting the overall energy efficiency of the electric vehicle.

[0004] Some existing electric vehicles may only implement a single waste heat utilization function, such as simply using part of the heat from the motor coolant for auxiliary heating. However, they lack a multi-path, multi-objective, and collaboratively optimized waste heat utilization strategy. These systems are often simple in structure and lack the ability to intelligently allocate and prioritize different waste heat utilization paths (such as power generation, direct heating, and battery preheating). This results in low waste heat utilization efficiency and makes it difficult to adapt to complex and changing vehicle operating conditions and environmental conditions.

[0005] To sum up, the technical background section of the present invention is intended to explain the current status of the prior art. The deficiencies of the prior art indicate that the content of this section will provide necessary background information for understanding the technical contributions and innovations of the present invention. The signals disclosed in this background technology section are only intended to increase the understanding of the overall background of the present invention and should not be regarded as implying any form of subjective consciousness. Summary of the Invention

[0006] In view of the above, an object of the present invention is to provide an automotive electric drive system with waste heat recovery and reuse.

[0007] The technical solution adopted to achieve the purpose of the present invention is an automotive electric drive system with waste heat recovery and reuse, including a drive motor, a main cooling circulation loop, a thermoelectric conversion module, a vehicle low-voltage power grid, and a waste heat recovery unit.

[0008] The motor housing of the drive motor is provided with a first cooling fluid channel, the first cooling fluid channel being used to accommodate a cooling medium and perform heat exchange with a heat generating component of the drive motor;

[0009] The main cooling circulation loop is in communication with the first cooling fluid channel, and the main cooling circulation loop comprises:

[0010] A cooling medium circulation pump, the cooling medium circulation pump having a pump inlet and a pump outlet, for driving the cooling medium to circulate in the main cooling circulation loop;

[0011] a first heat exchange interface, the first heat exchange interface being in communication with an outlet end of the first cooling fluid channel and being used to lead out a high-temperature cooling medium that has absorbed waste heat from the drive motor;

[0012] a second heat exchange interface, the second heat exchange interface being in communication with an inlet end of the first cooling fluid channel for introducing a cooling medium;

[0013] a first fluid delivery pipeline, wherein the first fluid delivery pipeline connects the cooling medium circulation pump, the first heat exchange interface, and the second heat exchange interface to form a circulation path;

[0014] The thermoelectric conversion module is disposed in the main cooling circulation loop and is in fluid communication with the first fluid delivery pipeline for recovering waste heat carried by the high-temperature cooling medium. The thermoelectric conversion module includes a hot-side structure, a cold-side structure, and a thermoelectric conversion element disposed between the hot-side structure and the cold-side structure. The hot-side structure is thermally coupled to the high-temperature cooling medium flowing through the main cooling circulation loop. The thermoelectric conversion element is used to convert the temperature difference between the hot-side structure and the cold-side structure into electrical energy. The thermoelectric conversion module also includes an electrical energy output end. The electrical energy output end of the thermoelectric conversion module is electrically connected to the vehicle low-voltage power grid, which is used to receive and utilize the electrical energy converted by the thermoelectric conversion module.

[0015] The waste heat recovery unit is connected to or thermally coupled to the main cooling loop to utilize the recovered waste heat for other vehicle systems. The waste heat recovery unit includes: a cabin heating interface module, the cabin heating interface module including a first heat exchanger having a first fluid inlet and a first fluid outlet. The first fluid inlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a high-temperature coolant, and the first fluid outlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a cooled coolant. The first heat exchanger is further provided with an air flow channel for exchanging heat between the air flowing therethrough and the high-temperature coolant to heat the air. A battery preheating and thermal insulation interface module is thermally coupled to the vehicle's power battery pack and includes a second heat exchanger having a second fluid inlet and a second fluid outlet. The second fluid inlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a high-temperature coolant, and the second fluid outlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a cooled coolant, for preheating the power battery pack.

[0016] Furthermore, it also includes a fluid path selection and control mechanism, which is arranged in the fluid connection path of the main cooling circulation loop and the waste heat recycling unit, and is used to control the flow direction and flow distribution of the cooling medium according to operating requirements. The fluid path selection and control mechanism includes: a first fluid control valve, which is arranged in the main cooling circulation loop, after the first heat exchange interface, and is located before the thermal coupling interface of the hot side structure of the thermoelectric conversion module or in a pipeline connected in parallel or in series with the first fluid inlet of the cabin heating interface module and the second fluid inlet of the battery preheating and insulation interface module, and is used to selectively guide the high-temperature cooling medium to at least one of the thermoelectric conversion module, the cabin heating interface module or the battery preheating and insulation interface module.

[0017] Furthermore, the first fluid control valve has at least one inlet port and at least three selectable outlet ports, the inlet port is fluidly connected to the pipeline portion of the first heat exchange interface from the drive motor in the main cooling circulation loop, and the selectable outlet ports are respectively connected to the pipeline leading to the thermoelectric conversion module, the pipeline leading to the first fluid inlet of the cabin heating interface module, and the pipeline leading to the second fluid inlet of the battery preheating and insulation interface module.

[0018] Furthermore, it includes a central control unit, which is electrically connected to the cooling medium circulation pump, the first fluid control valve and the thermoelectric conversion module, and receives signals from temperature sensors in the drive motor, the vehicle power battery pack, the vehicle cabin and the environment. The temperature sensors include: a motor temperature sensor for monitoring the temperature of the drive motor; a cooling medium outlet temperature sensor, which is arranged at the first heat exchange interface and is used to monitor the temperature of the cooling medium flowing out of the drive motor; a battery pack temperature sensor for monitoring the temperature of the power battery pack; a cabin temperature sensor and an ambient temperature sensor for monitoring the temperature inside and outside the cabin; and temperature sensors arranged on the hot side and cold side of the thermoelectric conversion module.

[0019] Furthermore, the main cooling circulation loop also includes a main radiator and a main radiator bypass pipeline. The main radiator is arranged on the first fluid conveying pipeline, after the thermoelectric conversion module and the waste heat recycling unit, and before the pump inlet of the cooling medium circulation pump, so as to dissipate heat from the cooling medium when the waste heat is not fully recovered; the main radiator bypass pipeline is connected in parallel to both ends of the main radiator, and the fluid path selection and control mechanism also includes a second fluid control valve, which is arranged on the main radiator bypass pipeline or forms a selective on-off structure with the inlet of the main radiator to control whether the cooling medium flows through the main radiator.

[0020] Furthermore, the hot side structure of the thermoelectric conversion module is a heat exchanger shell with a built-in flow channel, and a portion of the first fluid conveying pipeline for conveying high-temperature cooling medium in the main cooling circulation loop passes through the heat exchanger shell, so that the high-temperature cooling medium flows directly through the built-in flow channel and performs efficient heat exchange with the hot end of the thermoelectric conversion element; the cold side structure of the thermoelectric conversion module is a fin-type radiator, which performs heat exchange through natural convection to maintain the low temperature of the cold end of the thermoelectric conversion element.

[0021] Furthermore, the power output end of the thermoelectric conversion module is electrically connected to the vehicle low-voltage power grid through a power management module. The power management module includes a DC converter and a charge and discharge controller to adjust the voltage and current of the power output by the thermoelectric conversion module.

[0022] Furthermore, the second fluid control valve is installed on the main radiator bypass pipeline. When the second fluid control valve is opened, most of the cooling medium flows through the main radiator bypass pipeline, bypassing the main radiator; when the second fluid control valve is closed, the cooling medium is forced to flow through the main radiator for heat dissipation.

[0023] Furthermore, the first heat exchanger of the cabin heating interface module is integrated into the vehicle's HVAC system, which includes an air mixing door and a blower. The air mixing door regulates the air flow through the first heat exchanger, and the blower delivers the conditioned air into the cabin. The second heat exchanger of the battery preheating and insulation interface module is a plate heat exchanger, one side of which is connected to the main cooling circulation fluid, and the other side is embedded in the surface of the battery cell of the power battery pack.

[0024] Further, the following steps are included:

[0025] (S1) Initialization and monitoring steps: The central control unit starts and continuously receives temperature signals from various temperature sensors, including the temperature of the drive motor, the coolant outlet temperature, the power battery pack temperature, the cabin temperature, and the ambient temperature; it also monitors the vehicle's operating status, air conditioning requirements, and the power demand of the low-voltage grid;

[0026] (S2) waste heat generation evaluation step: the central control unit evaluates the waste heat currently generated by the drive motor based on the temperature of the drive motor;

[0027] (S3) Waste heat utilization demand determination step: The central control unit determines the waste heat utilization demand based on at least one of the following conditions:

[0028] Determine whether the temperature of the power battery pack is lower than the preset low temperature threshold and needs to be preheated;

[0029] Determine whether the cabin temperature is lower than the user-set temperature or the preset lower limit of the comfort temperature, indicating that heating is required;

[0030] Determine the load condition of the vehicle's low-voltage power grid or the state of charge of the low-voltage battery, and determine the need to supplement power through the thermoelectric conversion module;

[0031] (S4) Fluid path and circulation intensity control step: The central control unit performs at least one of the following control actions based on the waste heat generation assessment result and the waste heat utilization demand judgment result:

[0032] If there is a need to preheat the power battery pack and it has the highest priority, the first fluid control valve is controlled to direct the cooling medium carrying waste heat to the battery preheating and insulation interface module, and the speed of the cooling medium circulation pump is adjusted as needed to ensure appropriate flow and heat exchange efficiency;

[0033] If there is a cabin heating demand and the priority is high, the first fluid control valve is controlled to direct the cooling medium carrying waste heat to the cabin heating interface module, and the speed of the cooling medium circulation pump is adjusted as needed;

[0034] If there is a demand for power generation through the thermoelectric conversion module, and the cooling medium temperature and temperature difference conditions meet the power generation efficiency requirements, controlling the first fluid control valve to direct the cooling medium carrying waste heat to the hot side structure of the thermoelectric conversion module;

[0035] If the waste heat exceeds all current recycling needs, or the motor temperature is too high and needs to be dissipated first, the central control unit controls the second fluid control valve to close, allowing the cooling medium to flow through the main radiator for heat dissipation; if the waste heat is low or the utilization demand can meet all the waste heat, the second fluid control valve can be controlled to open, allowing the cooling medium to bypass the main radiator to maintain a higher cooling medium temperature and improve the waste heat utilization efficiency;

[0036] The central control unit can achieve proportional distribution or time-sharing reuse of high-temperature cooling medium among the thermoelectric conversion module, cabin heating interface module, and battery preheating and insulation interface module by precisely controlling the opening and combination of the first fluid control valves according to the priority of different needs and the amount of waste heat;

[0037] (S5) Power management step: When the cooling medium flows through the thermoelectric conversion module and generates electricity, the central control unit monitors and adjusts the output of the thermoelectric conversion module to stably supply the generated electricity to the vehicle low-voltage power grid to charge the low-voltage battery;

[0038] (S6) Dynamic adjustment and looping steps: The central control unit continuously repeats steps S1 to S5, and dynamically adjusts the flow path and flow rate of the cooling medium and the working status of each waste heat recovery and reuse unit in real time according to changes in vehicle operating conditions and environmental conditions, in order to optimize the energy utilization efficiency of the entire vehicle.

[0039] Beneficial effects of the present invention:

[0040] 1. Significantly improve energy efficiency: The present invention constructs an integrated waste heat recovery system to recover and reuse the waste heat generated by the drive motor during operation, which would otherwise be wasted, in multiple ways. First, a portion of the waste heat is directly converted into electrical energy through a thermoelectric conversion module to supplement the vehicle's low-voltage power grid, reducing the consumption of electrical energy from the main power battery; second, the waste heat is used for cabin heating, replacing or reducing the use of high-energy-consuming PTC electric heaters; third, the waste heat is used for low-temperature preheating of the power battery pack, improving the battery's working efficiency and charging acceptance in low-temperature environments. These measures jointly reduce the net energy consumption of the entire vehicle, thereby helping to significantly improve the comprehensive energy efficiency of electric vehicles and effectively extend their cruising range.

[0041] 2. Improved low-temperature performance and extended service life of power batteries: By utilizing the waste heat from the drive motor to preheat the power battery pack, this invention can maintain the battery within an optimal operating temperature range in low-temperature environments. This not only improves the battery's discharge performance (such as power output and capacity release) and charge acceptance, but also mitigates potential damage to the battery's material structure caused by low temperatures, helping to slow battery aging and thereby extend the service life of the power battery.

[0042] 3. Reduce the burden on the vehicle's low-voltage power supply system: The electricity generated by the thermoelectric conversion module is directly fed into the vehicle's low-voltage power grid, powering onboard appliances (such as lighting, entertainment systems, and control units) or charging the low-voltage battery. This, to a certain extent, reduces the pressure on the high-voltage battery to supply power to the low-voltage system via the DC-DC converter, improving the energy efficiency of the low-voltage power supply system.

[0043] 4. Optimizing drive motor cooling and ensuring safe system operation: While emphasizing waste heat recovery, this invention does not neglect the basic heat dissipation requirements of the drive motor. The system effectively absorbs motor heat through the main cooling loop. By configuring a main radiator and its bypass control, this ensures that when waste heat utilization demand is low or motor heat generation is excessive, excess heat can be promptly dissipated to the environment, ensuring that the drive motor always operates within a safe and efficient temperature range. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0045] Figure 1 It is a structural schematic diagram of the present invention;

[0046] Figure 2 is a schematic diagram of a thermoelectric conversion module of the present invention;

[0047] Figure 3 is a schematic diagram of a cabin heating interface module of the present invention;

[0048] In the figure, 101-first heat exchange interface, 102-second heat exchange interface, 103-first fluid control valve, 104-second fluid control valve, 105-thermoelectric conversion module, 106-cabin heating interface module, 107-battery preheating and insulation interface module, 108-first fluid outlet, 109-second fluid outlet, 201-air flow channel inlet, 202-air flow channel outlet, 203-battery pack, 301-hot side structure, 302-thermoelectric conversion element, 303-cold side structure, 304-inlet end, 305-outlet end, 306-electric energy output end, 401-first fluid inlet, 500-main radiator. DETAILED DESCRIPTION

[0049] The present invention will be described in this embodiment with reference to the accompanying drawings and some implementation methods.

[0050] It should be noted that, unless there is a conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the drawings and in combination with the embodiments.

[0051] The following further describes the automobile electric drive system with waste heat recovery and reuse of the present invention in conjunction with the accompanying drawings and embodiments, which is intended to help understand the technical concept and specific implementation of the present invention, but this description should not be understood as limiting the scope of protection of the present invention.

[0052] See also Figure 1-3 As shown, an automotive electric drive system with waste heat recovery and reuse includes a drive motor, a main cooling circulation loop, a thermoelectric conversion module, a vehicle low-voltage power grid and a waste heat reuse unit.

[0053] In this embodiment, the drive motor is the power source of the vehicle, and it generates a large amount of waste heat during operation. In order to effectively manage this waste heat, a first cooling fluid channel is provided on the motor housing of the drive motor. The first cooling fluid channel is designed to accommodate a cooling medium (such as an ethylene glycol aqueous solution, etc.) and perform sufficient heat exchange with the heat-generating parts of the drive motor, thereby absorbing waste heat and controlling the motor temperature within the optimal operating range.

[0054] In this embodiment, the main cooling circuit is the core path for the circulation of the cooling medium, which is connected to the first cooling fluid channel of the drive motor. The main cooling circuit specifically includes:

[0055] Cooling medium circulation pump: It has a pump inlet and a pump outlet. It is the power source for the cooling medium to circulate in the loop. By adjusting the speed of the circulation pump, the flow rate of the cooling medium can be controlled, thereby affecting the heat exchange efficiency.

[0056] The first heat exchange interface is connected to the outlet end of the first cooling fluid channel. The high-temperature cooling medium that has absorbed waste heat from the drive motor is led out from this interface and enters other parts of the main cooling circulation loop.

[0057] The second heat exchange interface is connected to the inlet end of the first cooling fluid channel. The cooling medium after cooling or heat utilization is introduced from this interface and re-enters the drive motor for cooling.

[0058] The first fluid delivery pipeline connects the cooling medium circulation pump, the first heat exchange interface, the second heat exchange interface, and other components to be described later (such as the thermoelectric conversion module, the waste heat recovery unit, etc.) to form a closed circulation path. The pipeline material is usually selected from high-temperature and corrosion-resistant materials.

[0059] In this embodiment, the thermoelectric conversion module is a key component for achieving waste heat power generation in the present invention. It is disposed in the main cooling loop and is in fluid communication with the first fluid delivery pipeline. It is used to recover waste heat carried by the high-temperature cooling medium and convert it into electrical energy. The typical structure of the thermoelectric conversion module includes:

[0060] Hot-side structure: Thermally coupled to the high-temperature cooling medium flowing through the primary cooling loop. As the high-temperature cooling medium flows through the hot-side structure, it transfers the heat it carries to the hot end of the thermoelectric conversion element.

[0061] Cold side structure: used to maintain the low temperature of the cold end of the thermoelectric conversion element to ensure a large temperature difference.

[0062] Thermoelectric conversion element: usually a semiconductor material (such as bismuth telluride), set between the hot side structure and the cold side structure. Based on the Seebeck effect, when there is a temperature difference between the two ends of the thermoelectric conversion element, a voltage is generated, thereby directly converting thermal energy into electrical energy.

[0063] Power output terminal: The electric energy generated by the thermoelectric conversion module is led out through this output terminal and electrically connected to the vehicle's low-voltage power grid (such as a 12V on-board power grid). The vehicle's low-voltage power grid is used to receive and utilize the electric energy converted by the thermoelectric conversion module, such as powering on-board electrical appliances or charging a low-voltage battery, thereby reducing dependence on the main high-voltage battery or generator.

[0064] In this embodiment, the waste heat recycling unit is connected to or thermally coupled with the main cooling circuit to use the recovered waste heat for other systems in the vehicle that require thermal energy, further improving energy efficiency. In this embodiment, the waste heat recycling unit includes:

[0065] The cabin heating interface module (CHIM) is used to heat the vehicle cabin in cold environments. This module includes a first heat exchanger with a first fluid inlet and a first fluid outlet. The first fluid inlet is in fluid communication with the portion of the main cooling circuit that carries high-temperature coolant (typically after the drive motor outlet and before the thermoelectric conversion module, or in parallel). The first fluid outlet is in fluid communication with the portion of the main cooling circuit that carries cooled coolant (e.g., after the thermoelectric conversion module or before the main radiator). The first heat exchanger also has an air flow channel through which the vehicle's air conditioning system's blower blows air. This air is heated by heat exchange with the high-temperature coolant flowing through the first heat exchanger, and then delivered to the cabin to provide heating.

[0066] Battery Preheating and Insulation Interface Module: Used to preheat the vehicle's power battery pack in low-temperature environments to improve its charge-discharge performance and lifespan. This module is thermally coupled to the vehicle's power battery pack and includes a second heat exchanger. The second heat exchanger also has a second fluid inlet and a second fluid outlet. The second fluid inlet is fluidly connected to the portion of the main cooling circuit that carries the high-temperature coolant, while the second fluid outlet is fluidly connected to the portion of the main cooling circuit that carries the cooled coolant. The high-temperature coolant flows through the second heat exchanger, transferring its heat to the power battery pack, achieving preheating.

[0067] In this embodiment, it is further preferred to include a fluid path selection and control mechanism, which is arranged in the fluid connection path of the main cooling circulation loop and the waste heat recycling unit. Its core function is to intelligently control the flow direction and flow distribution of the cooling medium according to the actual operating requirements of the vehicle (such as driving mode, ambient temperature, battery temperature, cabin set temperature, low-voltage grid load, etc.), thereby optimizing the utilization efficiency of waste heat.

[0068] In this embodiment, the fluid path selection and control mechanism includes a first fluid control valve, which is arranged in the main cooling circulation loop, after the first heat exchange interface (i.e., the drive motor cooling medium outlet), and before the thermal coupling interface of the hot side structure of the thermoelectric conversion module, or in a pipeline connected in parallel or in series with the first fluid inlet of the cabin heating interface module and the second fluid inlet of the battery preheating interface module. This arrangement enables the first fluid control valve to control which waste heat utilization unit or units the high-temperature cooling medium coming out of the drive motor will flow to first.

[0069] In this embodiment, specifically, the first fluid control valve can be a multi-way valve having at least one inlet and at least three selectable outlets. The inlet is in fluid communication with the pipeline portion of the first heat exchange interface from the drive motor in the main cooling circuit, receiving high-temperature cooling medium. The three selectable outlets are respectively in communication with the pipeline leading to the thermoelectric conversion module, the pipeline leading to the first fluid inlet of the cabin heating interface module, and the pipeline leading to the second fluid inlet of the battery preheating interface module. By controlling the opening degree or combination of the different outlets of the valve, the following can be achieved:

[0070] 1. Direct all high-temperature cooling media to the thermoelectric conversion module.

[0071] 2. Direct all high-temperature cooling medium to the cabin heating interface module.

[0072] 3. Direct all high-temperature cooling medium to the battery preheating interface module.

[0073] 4. Allocate the high-temperature cooling medium to two or all three of the above modules in a certain proportion.

[0074] 5. Supply high-temperature cooling medium to different modules in turn at different times.

[0075] This flexible control method allows the system to dynamically adjust the waste heat utilization priority under different working conditions.

[0076] In this embodiment, in order to achieve intelligent and automated control of the entire waste heat recovery and reuse system, the system preferably includes a central control unit, which can be an independent controller or integrated into the vehicle controller of the vehicle.

[0077] In this embodiment, the central control unit is electrically connected to multiple actuators and sensors in the system. Specifically, the central control unit is electrically connected to the cooling medium circulation pump to control its start and stop and speed, thereby adjusting the total flow rate of the cooling medium; it is electrically connected to the aforementioned first fluid control valve to control the valve state and select the flow direction and distribution ratio of the cooling medium; and it is also electrically connected to the thermoelectric conversion module.

[0078] In order to make accurate control decisions, the central control unit needs to obtain real-time status information of each part of the system. Therefore, the system is equipped with a variety of temperature sensors, whose signals are input to the central control unit:

[0079] Motor temperature sensor: Installed inside or on the surface of the drive motor, it is used to monitor the temperature of key parts of the drive motor as a basis for evaluating the amount of waste heat generated and determining whether the motor is overheating.

[0080] Cooling medium outlet temperature sensor: It is set at the first heat exchange interface (i.e. the cooling medium outlet of the drive motor) and is used to directly monitor the temperature of the high-temperature cooling medium flowing out of the drive motor. This is an important parameter for evaluating the available waste heat.

[0081] Battery pack temperature sensor: used to monitor the temperature of one or more points inside the power battery pack to determine whether the battery needs to be preheated or kept warm.

[0082] Cabin temperature sensor and ambient temperature sensor: The cabin temperature sensor monitors the actual cabin temperature, while the ambient temperature sensor monitors the ambient temperature outside the vehicle. This information is used to determine cabin heating requirements and assist in assessing cooling needs.

[0083] Temperature sensors installed on the hot and cold sides of the thermoelectric conversion module: used to monitor the actual temperature difference during operation, evaluate its power generation efficiency, and can be used to protect against overheating or low efficiency caused by too small a temperature difference.

[0084] The central control unit precisely controls actuators such as the cooling medium circulation pump and the first fluid control valve based on the real-time data input by these sensors, combined with information such as the vehicle's operating status (such as vehicle speed, motor load, driving mode) and the power demand of the low-voltage power grid.

[0085] In this embodiment, in order to ensure that the system can effectively dissipate excess heat into the environment when waste heat is not fully recovered or utilized, or when the motor generates extremely high heat and motor cooling needs to be prioritized, the main cooling circulation loop also includes a main radiator and a main radiator bypass pipe.

[0086] In this embodiment, the main radiator (e.g., the cooling fan assembly at the front of the vehicle) is located on the first fluid delivery pipeline, typically after the thermoelectric conversion module and waste heat recovery unit, and before the inlet of the cooling medium circulation pump. This arrangement ensures that any excessively high cooling medium temperature can be forcibly dissipated through the main radiator before returning to the drive motor.

[0087] The main radiator bypass line is connected in parallel to both ends of the main radiator (i.e., between the inlet and outlet of the main radiator). The fluid path selection and control mechanism also includes a second fluid control valve. There are two optional ways to set up this second fluid control valve:

[0088] 1. Install directly on the main radiator bypass pipe.

[0089] 2. Installed at the inlet of the main radiator to form a selective on-off structure with the bypass line (for example, a three-way valve can choose to flow to the main radiator or to the bypass line).

[0090] Its function is to control whether the cooling medium flows through the main radiator.

[0091] When waste heat can be fully utilized (for example, in cold weather when cabin heating and battery preheating are in high demand), or when maintaining a higher coolant temperature is desired to improve thermoelectric conversion efficiency or heating effectiveness, the central control unit can control the second fluid control valve to open (if the valve is in the bypass line) or switch the flow to a bypass path. In this case, most or all of the coolant flows through the main radiator bypass line, bypassing the main radiator and reducing unnecessary heat loss.

[0092] When waste heat exceeds all current recycling requirements, or when the motor temperature is too high and cooling is prioritized, the central control unit closes the secondary fluid control valve (if in the bypass line) or switches the flow to the primary radiator. The cooling medium is then forced to flow through the primary radiator, exchanging heat with the air flowing through it and dissipating excess heat to the environment, ensuring that the motor and cooling system operate within a safe temperature range.

[0093] This main radiator structure with bypass, combined with the control of the second fluid control valve, enables the system to achieve a good balance between waste heat utilization and active heat dissipation.

[0094] In this embodiment, the specific structure of the thermoelectric conversion module is further optimized to improve its heat exchange efficiency and performance. The hot side structure of the thermoelectric conversion module is preferably a heat exchanger shell with a built-in flow channel. The part of the first fluid conveying pipeline for conveying the high-temperature cooling medium in the main cooling circulation loop directly passes through the heat exchanger shell, or the high-temperature cooling medium directly flows through the said built-in flow channel. The built-in flow channel is tightly fitted with the hot end of the thermoelectric conversion element or connected through a high thermal conductivity interface material, thereby realizing efficient direct heat exchange between the high-temperature cooling medium and the hot end of the thermoelectric conversion element, minimizing thermal resistance and increasing the hot side temperature. In this embodiment, the cold side structure of the thermoelectric conversion module can be designed as a fin-type radiator, which is thermally coupled with the cold end of the thermoelectric conversion element and exchanges heat with the surrounding air through natural convection to take away heat to maintain the low temperature of the cold end of the thermoelectric conversion element, thereby ensuring a larger operating temperature difference.

[0095] The thermoelectric conversion module with this structural design, especially the efficient heat exchange method on its hot side, helps to improve the overall waste heat recovery efficiency and power generation.

[0096] In this embodiment, in order to more effectively manage and utilize the electric energy generated by the thermoelectric conversion module, the electric energy output end of the thermoelectric conversion module is preferably electrically connected to the vehicle low-voltage power grid through a power management module.

[0097] In this embodiment, the electrical energy output by the thermoelectric conversion module generally has characteristics such as unstable voltage and current variation with temperature differences. Directly connecting it to the low-voltage power grid may have an adverse impact on the stability of the power grid and electrical appliances. Therefore, the power management module generally includes:

[0098] DC converter: This converter converts the unstable DC voltage output by the thermoelectric converter module into the stable voltage required by the vehicle's low-voltage power grid. Commonly used converters include boost, buck, or buck-boost converters.

[0099] Charge and discharge controller: If the vehicle's low-voltage power grid includes a low-voltage battery, the controller can manage the charging process of the thermoelectric module to the battery, preventing overcharging and over-discharging to extract the maximum possible power from the thermoelectric conversion module.

[0100] Through the regulation and control of the power management module, the electricity generated by the thermoelectric conversion module can be more safely and efficiently integrated into the vehicle's low-voltage power grid to power on-board electrical equipment or charge the low-voltage battery, thereby effectively reducing the energy consumption of the entire vehicle.

[0101] This embodiment provides a more detailed description of the integration of the waste heat recovery unit. The first heat exchanger of the cabin heating interface module is typically integrated into the vehicle's HVAC system, which also includes an air mix door and a blower. The air mix door regulates the air flow through the first heat exchanger, thereby precisely controlling the air outlet temperature. The blower then delivers air into the cabin. When heating is required, high-temperature cooling medium flows through the first heat exchanger, and the air mix door directs the air to the heat exchanger for heating.

[0102] In this embodiment, the second heat exchanger of the battery preheating interface module is preferably a plate heat exchanger. Plate heat exchangers offer the advantages of high heat exchange efficiency and a compact structure. One side of the heat exchanger connects to the high-temperature coolant fluid in the main cooling loop; the other side of the heat exchanger is designed to effectively exchange heat with the surface of the battery cells in the power battery pack, for example, by closely fitting with a thermally conductive gasket or by directly embedding it into the cooling plate structure of the power battery pack. In this way, the heat from the coolant is efficiently and evenly transferred to the battery, achieving rapid preheating.

[0103] Control methods

[0104] The method is executed by a central control unit and realizes intelligent management and optimization of the waste heat recovery and reuse process through a series of steps.

[0105] (S1) Initialization and monitoring steps:

[0106] When the vehicle starts or certain conditions are met, the central control unit starts the control program of the waste heat recovery and reuse system. The central control unit receives signals from various sensors through the CAN bus, including:

[0107] Real-time temperature of the drive motor (from the motor temperature sensor).

[0108] The outlet temperature of the coolant flowing out of the drive motor (from the coolant outlet temperature sensor).

[0109] Internal temperature of the power battery pack (from the battery pack temperature sensor).

[0110] The actual cabin temperature and the target temperature set by the driver (derived from the cabin temperature sensor and the climate control panel).

[0111] The ambient temperature outside the vehicle (from the ambient temperature sensor).

[0112] The temperature of the hot and cold sides of the thermoelectric conversion module. The central control unit also monitors the vehicle's operating status (such as speed, motor speed and load, gear position, and accelerator pedal position), the air conditioning system's on / off status and setting requirements, and the vehicle's low-voltage power grid load or low-voltage battery charge status.

[0113] (S2) Waste heat generation assessment steps:

[0114] The central control unit uses a preset model or real-time calculations to assess the current waste heat generated by the drive motor based on parameters such as the drive motor's real-time temperature, speed, load, and the coolant outlet temperature. This provides a basis for subsequent waste heat allocation and utilization decisions.

[0115] (S3) Steps for determining waste heat utilization demand:

[0116] Based on the monitored information, the central control unit determines the demand and priority of each waste heat utilization function in real time:

[0117] Battery pack preheating requirement: This function determines whether the battery pack temperature is below a preset low-temperature threshold (e.g., 0°C or 5°C). If the temperature is below this threshold and the vehicle is in the start-up, driving, or charging state, a battery preheating requirement is considered. This requirement is typically prioritized in low-temperature environments to ensure battery performance and safety.

[0118] Cabin heating demand: This function determines whether the actual cabin temperature is below the user-set target temperature or below the preset comfort temperature lower limit (e.g., 18°C), and whether the air conditioning system is in heating mode. If these conditions are met, cabin heating demand is considered present.

[0119] Thermoelectric conversion power generation demand: This function determines the load on the vehicle's low-voltage grid (for example, whether many electrical appliances are running) or the low-voltage battery's state of charge (SOC). If the low-voltage grid requires additional power, and the current cooling medium temperature and the temperature difference between the hot and cold ends of the thermoelectric module meet certain power generation efficiency requirements, then the thermoelectric conversion module is considered to be needed to supplement power.

[0120] (S4) Fluid path and circulation intensity control steps:

[0121] This is the core of the control method. Based on the waste heat generation assessed by S2 and the waste heat utilization needs and their priorities determined by S3, the central control unit performs specific control actions by controlling the first fluid control valve, the second fluid control valve (if equipped), and the speed of the cooling medium circulation pump:

[0122] Prioritizing battery preheating: If the power battery pack requires preheating and this priority is high (for example, during a cold start in extreme cold weather), the central control unit controls the first fluid control valve to direct most or all of the high-temperature coolant carrying waste heat to the second heat exchanger in the battery preheating interface module. Simultaneously, the central control unit may increase the speed of the coolant circulation pump to ensure sufficient flow and heat exchange efficiency, thereby quickly raising the battery temperature.

[0123] Cabin Heating: If cabin heating is required and prioritized (for example, if the battery temperature is within acceptable limits but the cabin is cold), the central control unit controls the first fluid control valve to direct the hot coolant to the first heat exchanger of the cabin heating interface module. Similarly, the pump speed is adjusted as needed. The driver can adjust the desired temperature via the air conditioning panel, and the central control unit controls the flow of hot coolant (via valve opening) accordingly.

[0124] Thermoelectric power generation: If there is a need to generate electricity through a thermoelectric conversion module, and the cooling medium temperature is high enough and an effective temperature difference is expected to be formed between the hot and cold ends of the thermoelectric module to meet the power generation efficiency requirements, the central control unit will control the first fluid control valve to direct part or all of the high-temperature cooling medium to the hot side structure of the thermoelectric conversion module.

[0125] Radiator Control:

[0126] If the estimated waste heat exceeds the combined demand of all current recycling units (battery preheating, cabin heating, and thermoelectric power generation), or if the motor temperature continues to rise, approaching or exceeding a safety limit, prioritizing motor cooling, the central control unit will close the secondary fluid control valve (or switch the flow path to the main radiator), forcing the cooling medium to flow through the main radiator for forced heat dissipation. At this point, the main radiator fan may also be activated or its speed adjusted as needed.

[0127] If the waste heat level is low, or if all generated waste heat can be effectively absorbed by the recycling unit, and the motor temperature is within the normal range, the second fluid control valve can be controlled to open (or switched to a bypass flow path), allowing the cooling medium to bypass the main radiator. This maintains a higher cooling medium temperature, thereby improving thermoelectric conversion efficiency and heating effect.

[0128] Flow Allocation and Reuse: The central control unit offers more refined control capabilities. Based on the priority of different needs (for example, battery preheating > cabin heating > thermoelectric power generation, or dynamically adjusting priorities based on specific operating conditions) and the total amount of waste heat available, the opening angle combination of each outlet of the first fluid control valve is precisely controlled to achieve a predetermined distribution of high-temperature cooling medium among the thermoelectric conversion module, cabin heating interface module, and battery preheating interface module. In some cases, a time-sharing reuse strategy can also be adopted, prioritizing the needs of specific units during different time periods.

[0129] (S5) Power management steps:

[0130] As the high-temperature coolant flows through the thermoelectric conversion module, generating electricity, the central control unit (or through communication with the power management module) monitors the module's output voltage, current, and power. The power management module regulates the voltage and stabilizes the current of this energy, then supplies it stably to the vehicle's low-voltage grid, where it is used to drive low-voltage appliances (such as lights and wipers) or charge the low-voltage battery.

[0131] (S6) Dynamic adjustment and loop steps:

[0132] Steps S1 through S5 are not performed all at once but are repeatedly executed by the central control unit in a continuous control loop. The central control unit frequently reassesses vehicle operating conditions, environmental conditions, various waste heat utilization requirements, and waste heat generation. Based on these real-time changes, the central control unit dynamically adjusts the coolant flow path (by controlling the first and second fluid control valves), flow rate (by controlling the coolant circulation pump speed), and the operating status and heat distribution ratio of each waste heat recovery and reuse unit (thermoelectric module, cabin heating, battery preheating), aiming to optimize vehicle energy efficiency under various driving and environmental conditions.

[0133] Through the description of the above specific embodiments, those skilled in the art will understand that the disclosed automotive electric drive system with waste heat recovery and reuse and its control method can significantly improve the comprehensive energy utilization of electric vehicles. The system has a rationally designed structure, clear control logic, and the ability to flexibly allocate waste heat resources according to actual needs, balancing multiple functions such as power generation, heating, and preheating. This is of great significance for improving the economic efficiency and user experience of electric vehicles.

[0134] It should be noted that the above embodiments are merely preferred examples of the present invention and are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention. For example, the cold-side cooling method of the thermoelectric conversion module, the specific valve type and number, and the specific sensor layout can all be adjusted and optimized based on actual application requirements.

[0135] The above specific embodiments are typical examples of the present invention, but the present invention is not limited thereto. Without departing from the core technical concept of the present invention, reasonable changes can be made to its structure, materials and control logic, and all improvements based on this fall within the scope of protection of the present invention.

[0136] The specific embodiments of the present invention are merely illustrative and do not limit the scope of protection of the present invention. Various changes and modifications may be made to the specific embodiments of the present invention without departing from the gist and spirit of the present invention. Such changes and modifications are within the scope of the present invention.

[0137] It is worth noting that: in the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly defined and specified. In the present invention, unless otherwise clearly specified and defined, the terms "install", "connect", "connect", "fix" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection; the circuits described in the present invention are all commonly used circuits in the art, and other related components are all existing commonly used components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0138] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and it is intended that all variations within the meaning and scope of the appended claims be encompassed. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. An automotive electric drive system with waste heat recovery and reuse, characterized by: Including drive motor, main cooling cycle, thermoelectric conversion module, vehicle low-voltage power grid, waste heat recovery unit, The motor housing of the drive motor is provided with a first cooling fluid channel, the first cooling fluid channel being used to accommodate a cooling medium and perform heat exchange with a heat-generating component of the drive motor; The main cooling circulation loop is in communication with the first cooling fluid channel, and the main cooling circulation loop comprises: A cooling medium circulation pump, the cooling medium circulation pump having a pump inlet and a pump outlet, for driving the cooling medium to circulate in the main cooling circulation loop; a first heat exchange interface, the first heat exchange interface being in communication with an outlet end of the first cooling fluid channel and being used to lead out a high-temperature cooling medium that has absorbed waste heat from the drive motor; a second heat exchange interface, the second heat exchange interface being in communication with an inlet end of the first cooling fluid channel for introducing a cooling medium; a first fluid delivery pipeline, wherein the first fluid delivery pipeline connects the cooling medium circulation pump, the first heat exchange interface, and the second heat exchange interface to form a circulation path; The thermoelectric conversion module is disposed in the main cooling circulation loop and is in fluid communication with the first fluid delivery pipeline for recovering waste heat carried by the high-temperature cooling medium. The thermoelectric conversion module includes a hot-side structure, a cold-side structure, and a thermoelectric conversion element disposed between the hot-side structure and the cold-side structure. The hot-side structure is thermally coupled to the high-temperature cooling medium flowing through the main cooling circulation loop. The thermoelectric conversion element is used to convert the temperature difference between the hot-side structure and the cold-side structure into electrical energy. The thermoelectric conversion module also includes an electrical energy output end. The electrical energy output end of the thermoelectric conversion module is electrically connected to the vehicle low-voltage power grid, which is used to receive and utilize the electrical energy converted by the thermoelectric conversion module. The waste heat recovery unit is connected to or thermally coupled to the main cooling loop to utilize the recovered waste heat for other vehicle systems. The waste heat recovery unit includes: a cabin heating interface module, the cabin heating interface module including a first heat exchanger having a first fluid inlet and a first fluid outlet. The first fluid inlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a high-temperature coolant, and the first fluid outlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a cooled coolant. The first heat exchanger is further provided with an air flow channel for exchanging heat between the air flowing therethrough and the high-temperature coolant to heat the air. A battery preheating and thermal insulation interface module is thermally coupled to the vehicle's power battery pack and includes a second heat exchanger having a second fluid inlet and a second fluid outlet. The second fluid inlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a high-temperature coolant, and the second fluid outlet is in fluid communication with a portion of a pipeline in the main cooling loop that carries a cooled coolant, for preheating the power battery pack.

2. The automobile electric drive system with waste heat recovery and reuse according to claim 1 is characterized in that: It also includes a fluid path selection and control mechanism, which is arranged in the fluid connection path of the main cooling circulation loop and the waste heat recycling unit, and is used to control the flow direction and flow distribution of the cooling medium according to operating requirements. The fluid path selection and control mechanism includes: a first fluid control valve, which is arranged in the main cooling circulation loop, after the first heat exchange interface, and is located before the thermal coupling interface of the hot side structure of the thermoelectric conversion module or in a pipeline connected in parallel or in series with the first fluid inlet of the cabin heating interface module and the second fluid inlet of the battery preheating and insulation interface module, and is used to selectively guide the high-temperature cooling medium to at least one of the thermoelectric conversion module, the cabin heating interface module or the battery preheating and insulation interface module.

3. The automobile electric drive system with waste heat recovery and reuse according to claim 2 is characterized in that: The first fluid control valve has at least one inlet port and at least three selectable outlet ports, the inlet port being fluidly connected to a portion of a pipeline from a first heat exchange interface of the drive motor in the main cooling circulation loop, and the selectable outlet ports being respectively connected to a pipeline leading to a thermoelectric conversion module, a pipeline leading to a first fluid inlet of a cabin heating interface module, and a pipeline leading to a second fluid inlet of a battery preheating and insulation interface module.

4. The automobile electric drive system with waste heat recovery and reuse according to claim 3 is characterized in that: It includes a central control unit, which is electrically connected to the cooling medium circulation pump, the first fluid control valve and the thermoelectric conversion module, and receives signals from temperature sensors in the drive motor, the vehicle power battery pack, the vehicle cabin and the environment. The temperature sensors include: a motor temperature sensor for monitoring the temperature of the drive motor; a cooling medium outlet temperature sensor, which is arranged at the first heat exchange interface and is used to monitor the temperature of the cooling medium flowing out of the drive motor; a battery pack temperature sensor for monitoring the temperature of the power battery pack; a cabin temperature sensor and an ambient temperature sensor for monitoring the temperature inside and outside the cabin; and temperature sensors arranged on the hot side and cold side of the thermoelectric conversion module.

5. The automobile electric drive system with waste heat recovery and reuse according to claim 4, characterized in that: The main cooling circulation loop also includes a main radiator and a main radiator bypass pipeline. The main radiator is arranged on the first fluid conveying pipeline, after the thermoelectric conversion module and the waste heat recycling unit, and before the pump inlet of the cooling medium circulation pump, so as to dissipate heat from the cooling medium when the waste heat is not fully recovered; the main radiator bypass pipeline is connected in parallel to both ends of the main radiator, and the fluid path selection and control mechanism also includes a second fluid control valve, which is arranged on the main radiator bypass pipeline or forms a selective on-off structure with the inlet of the main radiator to control whether the cooling medium flows through the main radiator.

6. The automobile electric drive system with waste heat recovery and reuse according to claim 1, characterized in that: The hot side structure of the thermoelectric conversion module is a heat exchanger shell with a built-in flow channel. The first fluid delivery pipeline for delivering high-temperature cooling medium in the main cooling circulation loop passes through the heat exchanger shell, so that the high-temperature cooling medium flows directly through the built-in flow channel and efficiently exchanges heat with the hot end of the thermoelectric conversion element. The cold side structure of the thermoelectric conversion module is a finned heat sink, which performs heat exchange through natural convection to maintain the low temperature of the cold end of the thermoelectric conversion element.

7. The automobile electric drive system with waste heat recovery and reuse according to claim 1, characterized in that: The power output end of the thermoelectric conversion module is electrically connected to the vehicle's low-voltage power grid through a power management module. The power management module includes a DC converter and a charge and discharge controller to adjust the voltage and current of the power output by the thermoelectric conversion module.

8. The automobile electric drive system with waste heat recovery and reuse according to claim 5, characterized in that: The second fluid control valve is installed on the main radiator bypass pipeline. When the second fluid control valve is opened, most of the cooling medium flows through the main radiator bypass pipeline and bypasses the main radiator; when the second fluid control valve is closed, the cooling medium is forced to flow through the main radiator to dissipate heat.

9. The automobile electric drive system with waste heat recovery and reuse according to claim 1, characterized in that: The first heat exchanger of the cabin heating interface module is integrated into the vehicle's HVAC system, which includes an air mixing door and a blower. The air mixing door regulates the air flow through the first heat exchanger, and the blower delivers the conditioned air into the cabin. The second heat exchanger of the battery preheating and insulation interface module is a plate heat exchanger, one side of which is connected to the main cooling circulation fluid, and the other side is embedded in the surface of the battery cell of the power battery pack.

10. The control method of the automobile electric drive system with waste heat recovery and reuse according to any one of claims 1 to 9, characterized in that: The following steps are involved: (S1) Initialization and monitoring steps: The central control unit starts and continuously receives temperature signals from various temperature sensors, including the temperature of the drive motor, the coolant outlet temperature, the power battery pack temperature, the cabin temperature, and the ambient temperature; it also monitors the vehicle's operating status, air conditioning requirements, and the power demand of the low-voltage grid; (S2) waste heat generation evaluation step: the central control unit evaluates the waste heat currently generated by the drive motor based on the temperature of the drive motor; (S3) Waste heat utilization demand determination step: The central control unit determines the waste heat utilization demand based on at least one of the following conditions: Determine whether the temperature of the power battery pack is lower than the preset low temperature threshold and needs to be preheated; Determine whether the cabin temperature is lower than the user-set temperature or the preset lower limit of the comfort temperature, indicating that heating is required; Determine the load condition of the vehicle's low-voltage power grid or the state of charge of the low-voltage battery, and determine the need to supplement power through the thermoelectric conversion module; (S4) Fluid path and circulation intensity control step: The central control unit performs at least one of the following control actions based on the waste heat generation assessment result and the waste heat utilization demand judgment result: If there is a need to preheat the power battery pack and it has the highest priority, the first fluid control valve is controlled to direct the cooling medium carrying waste heat to the battery preheating and insulation interface module, and the speed of the cooling medium circulation pump is adjusted as needed to ensure appropriate flow and heat exchange efficiency; If there is a cabin heating demand and the priority is high, the first fluid control valve is controlled to direct the cooling medium carrying waste heat to the cabin heating interface module, and the speed of the cooling medium circulation pump is adjusted as needed; If there is a demand for power generation through the thermoelectric conversion module, and the cooling medium temperature and temperature difference conditions meet the power generation efficiency requirements, controlling the first fluid control valve to direct the cooling medium carrying waste heat to the hot side structure of the thermoelectric conversion module; If the waste heat exceeds all current recycling needs, or the motor temperature is too high and needs to be dissipated first, the central control unit controls the second fluid control valve to close, allowing the cooling medium to flow through the main radiator for heat dissipation; if the waste heat is low or the utilization demand can meet all the waste heat, the second fluid control valve can be controlled to open, allowing the cooling medium to bypass the main radiator to maintain a higher cooling medium temperature and improve the waste heat utilization efficiency; The central control unit can achieve proportional distribution or time-sharing reuse of high-temperature cooling medium among the thermoelectric conversion module, cabin heating interface module, and battery preheating and insulation interface module by precisely controlling the opening and combination of the first fluid control valves according to the priority of different needs and the amount of waste heat; (S5) Power management step: When the cooling medium flows through the thermoelectric conversion module and generates electricity, the central control unit monitors and adjusts the output of the thermoelectric conversion module to stably supply the generated electricity to the vehicle low-voltage power grid to charge the low-voltage battery; (S6) Dynamic adjustment and looping steps: The central control unit continuously repeats steps S1 to S5, and dynamically adjusts the flow path and flow rate of the cooling medium and the working status of each waste heat recovery and reuse unit in real time according to changes in vehicle operating conditions and environmental conditions, in order to optimize the energy utilization efficiency of the entire vehicle.

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