Waste heat recycling system and method of electric automobile and electric automobile

Abstract

The invention relates to the technical field of new energy automobiles, and provides a waste heat recycling system and method of an electric automobile and the electric automobile. The waste heat recycling system of the electric vehicle comprises a temperature grading capturing module and a temperature grading capturing module, wherein the temperature grading capturing module comprises a plurality of thermoelectric generator arrays arranged at different temperature heat sources of the vehicle; the multi-channel heat exchange module comprises a plurality of independent heat exchange channels correspondingly connected with heat sources of different temperatures and corresponding channel valves, and each independent heat exchange channel is used for guiding waste heat of the corresponding temperature grade to different heat using terminals; the dynamic load prediction and control module is in communication connection with a channel valve of the multi-channel heat exchange module, and is used for acquiring predicted driving state information and battery state information of the electric vehicle, predicting future heat requirements of the electric vehicle and outputting the future heat requirements. And a control instruction of a channel valve is generated according to the predicted heat demand so as to dynamically adjust a distribution path of waste heat in the multi-channel heat exchange module.

Description

Technical Field

[0001] This disclosure relates to the field of new energy vehicle technology, and in particular to a waste heat recovery and utilization system, method and electric vehicle for electric vehicles. Background Technology

[0002] In modern new energy systems, a significant amount of energy is lost as waste heat during use. In electric vehicle energy consumption scenarios, different parts of the vehicle generate heat of varying temperatures and uneven distribution.

[0003] In practical applications, the heat sources of electric vehicles exhibit characteristics of being multi-point, time-varying, and spatially dispersed, with a significant gradient in heat distribution, making it difficult to efficiently utilize traditional unified recovery mechanisms. Most current waste heat recovery equipment operates in a fixed mode and cannot be dynamically scheduled based on real-time temperature changes and recovery efficiency, resulting in energy waste. Effective integration and control among multiple heat sources are lacking, hindering cascade utilization or priority adjustment. Under complex operating conditions, current large heat exchangers or heat pump systems are difficult to flexibly deploy, particularly unsuitable for space-constrained scenarios such as new energy vehicle chassis. Furthermore, current waste heat utilization control strategies are mostly based on setpoint logic or temperature limit control, lacking intelligent control capabilities based on environment, autonomous prediction, and load coupling.

[0004] In summary, existing waste heat recovery systems for electric vehicles have problems in the heat source capture, transmission, and control stages, resulting in low waste heat utilization rates and difficulty in meeting the demand. Summary of the Invention

[0005] In view of this, the present disclosure provides a waste heat recovery and utilization system, method and electric vehicle for electric vehicles, in order to solve the technical problem of low waste heat utilization rate in the waste heat recovery and utilization system of electric vehicles in the prior art.

[0006] To achieve the above objectives, the technical solution adopted in this disclosure is as follows: A first aspect of this disclosure provides a waste heat recovery and utilization system for an electric vehicle, comprising: a temperature-graded capture module, including multiple thermoelectric generator arrays respectively disposed at heat sources of different temperatures in the vehicle, the thermoelectric generator arrays being used to directly convert the heat emitted by the corresponding heat sources into electrical energy based on the Seebeck effect, wherein the heat sources of different temperatures include at least a high-temperature heat source, a medium-temperature heat source, and a low-temperature heat source; a multi-channel heat exchange module, including multiple independent heat exchange channels connected to the heat sources of different temperatures and corresponding channel valves, each independent heat exchange channel being used to guide the waste heat of the corresponding temperature level to different heat-using terminals; and a dynamic load prediction and control module, the dynamic load prediction and control module being communicatively connected to the channel valves of the multi-channel heat exchange module, being used to acquire predicted driving status information and battery status information of the electric vehicle, predict the future heat demand of the electric vehicle, and generate control commands for the channel valves according to the predicted heat demand to dynamically adjust the distribution path of waste heat in the multi-channel heat exchange module.

[0007] In some embodiments, the high-temperature heat source is the motor coolant outlet, the medium-temperature heat source is the electronic control radiator, and the low-temperature heat source is the battery cooling circuit.

[0008] In some embodiments, in the temperature grading capture module, the thermoelectric generator array located at the high-temperature heat source has an operating temperature range of 80℃-120℃, the thermoelectric generator array located at the medium-temperature heat source has an operating temperature range of 50℃-80℃, and the thermoelectric generator array located at the low-temperature heat source has an operating temperature range of 30℃-50℃.

[0009] In some embodiments, the plurality of independent heat exchange channels include: a high-temperature channel with its input end connected to a high-temperature heat source and its output end connected to a cabin heating device; a medium-temperature channel with its input end connected to a medium-temperature heat source and its output end connected to a battery thermal management device; and a low-temperature channel with its input end connected to a low-temperature heat source and its output end connected to the front end of the evaporator of the heat pump system.

[0010] In some embodiments, the corresponding channel valves for the multiple independent heat exchange channels include: a first three-way valve connected between the high-temperature heat source, the cabin heating device, and the battery thermal management device; a second three-way valve connected between the medium-temperature heat source, the battery thermal management device, and the evaporator front end of the heat pump system; and a two-way valve connected between the low-temperature heat source and the evaporator front end of the heat pump system.

[0011] In some embodiments, the predicted driving status information acquired by the dynamic load prediction and control module includes path gradient information and real-time traffic data from the vehicle navigation system; the battery status information includes the battery's state of charge.

[0012] A second aspect of this disclosure provides a method for recovering and utilizing waste heat from an electric vehicle, applied to the waste heat recovery and utilization system of an electric vehicle in the first aspect of this disclosure. The waste heat recovery and utilization method includes: capturing waste heat of different qualities in stages and directly generating electricity by using an array of thermoelectric generators respectively set at heat sources of different temperatures; transporting waste heat of different temperature levels to corresponding heat-using terminals through multiple independent heat exchange channels; acquiring predicted driving status information and battery status information of the electric vehicle; predicting the future heat demand of the electric vehicle based on the predicted driving status information and battery status information; and dynamically switching the waste heat distribution path of the multiple independent heat exchange channels according to the predicted heat demand.

[0013] In some embodiments, dynamically switching the waste heat distribution path of multiple independent heat exchange channels includes: deciding to distribute high-temperature waste heat to the cabin heating device or the battery thermal management device based on path slope information and battery state of charge; and deciding to distribute medium-temperature waste heat to the evaporator front end of the battery thermal management device or the heat pump system based on real-time traffic data.

[0014] In some embodiments, predicting the future thermal demand of electric vehicles based on predicted driving status information and battery status information includes: using a pre-established dynamic load prediction model to predict the vehicle thermal demand in a future first time period, wherein the dynamic load prediction model is used to predict the future thermal demand of electric vehicles based on the vehicle driving conditions, traffic congestion, battery charging and discharging status and ambient temperature.

[0015] A third aspect of the present disclosure provides an electric vehicle, which includes heat sources at different temperatures, heat-using terminals, and a waste heat recovery and utilization system for the electric vehicle according to the first aspect of the present disclosure, wherein the heat sources at different temperatures and the heat-using terminals are respectively connected to the waste heat recovery and utilization system.

[0016] The beneficial effects of this disclosed embodiment compared with the prior art are as follows: by using temperature-graded capture technology, waste heat in different temperature ranges is captured and utilized separately, thereby improving the overall utilization efficiency of vehicle waste heat; by using a multi-channel heat exchange topology, losses during heat transfer are reduced, thereby improving the energy utilization level of the entire vehicle thermal management system; and by using dynamic load prediction algorithms and control strategies to adjust the waste heat distribution strategy in a timely manner according to changes in vehicle driving conditions and heat demand, the accuracy and real-time performance of waste heat utilization are improved. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a waste heat recovery and utilization system for an electric vehicle provided in an embodiment of this disclosure; Figure 2 This is a schematic diagram of the structure of a heat exchange channel for an electric vehicle provided in an embodiment of this disclosure; Figure 3 This is a schematic flowchart of a waste heat recovery and utilization method for electric vehicles provided in an embodiment of this disclosure; Figure 4 This is a structural block diagram of an electric vehicle provided in an embodiment of this disclosure. Detailed Implementation

[0019] Embodiments of this disclosure will now be described more fully with reference to the accompanying drawings, in which examples are illustrated. However, embodiments of this disclosure may be implemented in many different forms and should not be construed as limited to the embodiments specifically set forth herein; rather, these embodiments are provided so that this disclosure will be exhaustive and complete, and will fully convey the concepts of the embodiments to those skilled in the art, enabling them to practice the invention. In the drawings, related reference numerals denote the same elements, and therefore their descriptions will be omitted.

[0020] It should be understood that when an element is said to be connected to or connected to another element, the element can be directly connected to the other element, or there can be an intermediary element between them. Conversely, when an element is said to be directly connected to another element, there is no intermediary element.

[0021] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which embodiments of this disclosure pertain. It should also be understood that terms, such as those defined in common dictionaries, shall be interpreted as having a meaning consistent with their meaning in the context of the relevant field, and shall not be interpreted in an idealized or overly rigid sense unless expressly so defined herein.

[0022] The term "...device" as used in the embodiments can refer to a software component or a hardware component configured to perform a specific function. Hardware components may include field-programmable gate arrays (FPGAs) or application-specific integrated circuits (ASICs). Software components may refer to data used by executable code and / or data stored in addressable storage media and used by executable code. Therefore, software components can be, for example, object-oriented software components, class components, and working components, and may include processes, functions, attributes, procedures, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, or variables.

[0023] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting of this disclosure. It should be understood that the terms “comprising,” “including,” and “having,” as used in this specification, specify the presence of features, quantities, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, quantities, steps, operations, elements, components, and / or groups thereof.

[0024] The waste heat recovery and utilization system, method, and electric vehicle of the present disclosure according to embodiments will now be described in detail with reference to the accompanying drawings.

[0025] Figure 1 This is a schematic diagram of the structure of a waste heat recovery and utilization system for an electric vehicle provided in an embodiment of this disclosure; Figure 2 This is a schematic diagram of the structure of a heat exchange channel for an electric vehicle provided in an embodiment of this disclosure; Figure 3 This is a schematic flowchart of a waste heat recovery and utilization method for electric vehicles provided in an embodiment of this disclosure; Figure 4 This is a structural block diagram of an electric vehicle provided in an embodiment of this disclosure. The following is in conjunction with... Figures 1 to 4 The waste heat recovery and utilization system, method and electric vehicle of electric vehicle provided in the embodiments of this disclosure will be described together.

[0026] like Figure 1As shown, this embodiment of the present disclosure provides a waste heat recovery and utilization system for electric vehicles, including: a temperature-graded capture module 110, comprising multiple thermoelectric generator arrays respectively disposed at heat sources of different temperatures in the vehicle, the thermoelectric generator arrays being used to directly convert the heat emitted by the corresponding heat sources into electrical energy based on the Seebeck effect, wherein the heat sources of different temperatures include at least a high-temperature heat source, a medium-temperature heat source, and a low-temperature heat source; a multi-channel heat exchange module 120, comprising multiple independent heat exchange channels connected to the heat sources of different temperatures and corresponding channel valves, each independent heat exchange channel being used to guide the waste heat of the corresponding temperature level to different heat-using terminals; and a dynamic load prediction and control module 130, communicatively connected to the channel valves of the multi-channel heat exchange module, being used to acquire the predicted driving status information and battery status information of the electric vehicle, predict the future heat demand of the electric vehicle, and generate control commands for the channel valves according to the predicted heat demand to dynamically adjust the distribution path of waste heat in the multi-channel heat exchange module.

[0027] The multi-channel heat exchange module 120 in this embodiment may include three independent heat exchange channels connected to heat sources of different temperatures, namely a high-temperature channel connected to a high-temperature heat source, a medium-temperature channel connected to a medium-temperature heat source, and a high-temperature channel connected to a high-temperature heat source. However, in practical applications, the number of independent heat exchange channels is not limited to this, and may also be two independent heat exchange channels or more than three heat exchange channels.

[0028] The temperature-graded capture technology employed in this embodiment avoids the problem of decreased thermal quality caused by waste heat mixing in traditional systems. This allows high-temperature waste heat to be used for efficient power generation and other high-grade heat utilization, while medium-temperature and low-temperature waste heat are also fully utilized in suitable scenarios, thus improving the overall efficiency of vehicle waste heat utilization. The three-channel heat exchange topology improves the efficiency of heat transfer from the waste heat source to various utilization terminals, enabling more waste heat to be effectively utilized. The dynamic load prediction algorithm improves the system's response speed and accuracy. Specifically, the dynamic load prediction algorithm achieves a waste heat allocation response speed of less than 3 seconds, far faster than the traditional system's response time of over 30 seconds. This allows the system to adjust the waste heat allocation strategy more promptly based on changes in vehicle driving conditions and heat demand, thereby better meeting the vehicle's heat needs in different scenarios, such as the need for timely battery preheating in low-temperature environments and the need to quickly improve the heat pump's demisting efficiency in congested traffic.

[0029] Regarding battery preheating, the rational use of mid-temperature waste heat helps improve battery performance and lifespan in low-temperature environments, ensuring normal battery operation and thus enhancing vehicle power performance and reliability, especially in cold regions or under low-temperature driving conditions. Utilizing mid-temperature waste heat to improve heat pump defogging efficiency can quickly remove fog from windows, effectively ensuring driving safety. Therefore, the effective utilization of waste heat through temperature-graded capture technology and a three-channel heat exchange topology can provide a more stable and comfortable thermal environment for the vehicle cabin, improving the comfort of passengers.

[0030] Furthermore, improving waste heat utilization efficiency can reduce a vehicle's reliance on traditional energy sources such as fuel or electricity, helping to lower vehicle energy consumption and thus saving energy costs over long-term use. By optimizing the thermal management system, it is possible to reduce the additional energy consumption and wear and tear on other vehicle components that may be caused by heat transfer losses and ineffective waste heat emissions, further reducing vehicle operating and maintenance costs.

[0031] In some embodiments of this disclosure, the predicted driving status information acquired by the dynamic load prediction and control module includes path gradient information and real-time traffic data from the vehicle navigation system; the battery status information includes the battery's state of charge. The dynamic load prediction and control module 130 can predict the vehicle's heat demand within the next 10 minutes based on the gradient information of the vehicle navigation path and real-time traffic data, combined with the battery's SOC (State of Charge) status. This allows for a waste heat distribution response speed of less than 3 seconds, improving the accuracy and real-time performance of waste heat utilization.

[0032] For example, when it is predicted that the vehicle is about to enter a low-temperature area, the high-temperature waste heat can be introduced into the battery preheating channel in advance to ensure battery performance; when it is detected that the vehicle is in a congested road section, the medium-temperature source can be switched to the heat pump to improve the defogging efficiency.

[0033] The dynamic load forecasting and control module can interact with the electric vehicle's control system. Specifically, during dynamic load forecasting, the vehicle's onboard navigation system acquires real-time gradient information and traffic condition data of the driving path and transmits it to the dynamic load forecasting and control module. Simultaneously, the battery management system monitors the battery's state of charge (SOC) in real time and feeds the data back to the dynamic load forecasting and control module. Based on the received data, the dynamic load forecasting and control module uses a pre-established dynamic load forecasting algorithm model to predict the vehicle's thermal demand for the next 10 minutes.

[0034] The dynamic load forecasting algorithm comprehensively considers factors such as vehicle driving conditions (climbing hills, descending hills, constant speed driving), traffic congestion, and battery charging / discharging status. Through data processing and analysis, it derives heat demand forecasts for different scenarios. Based on these forecasts, the dynamic load forecasting and control module adjusts its waste heat allocation strategy accordingly. For example, when the vehicle is predicted to enter a low-temperature zone, the module sends an in advance command to switch the high-temperature waste heat in the high-temperature channel to the battery preheating channel. The heat is then transferred to the battery coolant via a heat exchanger to preheat the battery, ensuring its normal operation in low-temperature environments. When the vehicle travels through congested areas, the module switches the medium-temperature source in the medium-temperature channel to a heat pump. This allows the heat pump to utilize medium-temperature waste heat to improve defogging efficiency, quickly removing fog from the windows and ensuring driving safety.

[0035] In some embodiments of the temperature grading capture module disclosed herein, the thermoelectric generator array located at the high-temperature heat source operates in a temperature range of 80°C-120°C, the thermoelectric generator array located at the medium-temperature heat source operates in a temperature range of 50°C-80°C, and the thermoelectric generator array located at the low-temperature heat source operates in a temperature range of 30°C-50°C. Using thermoelectric generator arrays with different operating temperature ranges to utilize waste heat from heat sources of corresponding temperature levels can improve the utilization rate of waste heat.

[0036] In some embodiments of this disclosure, the high-temperature heat source can be the motor coolant outlet, the medium-temperature heat source can be the electronic control radiator, and the low-temperature heat source can be the battery cooling circuit. The three heat sources correspond to three different heat exchange channels to capture the waste heat generated by heat sources of different temperature levels in a temperature-grade manner.

[0037] In some embodiments of this disclosure, the thermoelectric generator array can be a custom-designed micro-thermoelectric generator array. The TEGs (Thermoelectric Generators) in the thermoelectric generator array are closely arranged, and their operating principle is based on the Seebeck effect to generate electricity. The formula for the Seebeck effect is: E = S * ΔT, where E is the generated electromotive force, S is the Seebeck coefficient, and ΔT is the temperature difference across the TEGs.

[0038] Thermoelectric generator arrays with an operating temperature range of 80℃-120℃ at the motor coolant outlet can convert the temperature difference between high-temperature waste heat (80℃-120℃) and ambient temperature into electrical energy. By optimizing the materials and structure of the TEG, its power generation efficiency can be improved, achieving effective capture of high-temperature waste heat.

[0039] Similarly, a TEG array with an operating temperature range of 50℃-80℃ can be embedded at the location of the electronic control heat sink to convert medium-temperature waste heat of 50℃-80℃. Since the temperature of the electronic control heat sink is relatively lower than that of the motor coolant outlet, a TEG device with different parameters than the TEG device at the motor coolant outlet is selected to match the characteristics of the medium-temperature waste heat and ensure high efficiency in energy conversion.

[0040] A low-temperature dedicated TEG array can be installed in the battery cooling circuit. Considering the low energy of waste heat at 30℃-50℃, TEG devices with an operating temperature range of 30℃-50℃ are designed to improve thermal conductivity and power output stability, thereby enabling full utilization of low-temperature waste heat.

[0041] In some embodiments of this disclosure, a micro thermoelectric generator array with an operating temperature range of 80°C-120°C can be embedded in layers at the motor coolant outlet, a micro thermoelectric generator array with an operating temperature range of 50°C-80°C can be embedded in layers at the electronic control radiator, and a micro thermoelectric generator array with an operating temperature range of 30°C-50°C can be embedded in layers in the battery cooling circuit. This layered physical arrangement allows waste heat to be captured according to temperature ranges, avoiding the thermal quality degradation problem caused by waste heat mixing in traditional systems, and achieving effective collection of waste heat at different temperature levels.

[0042] The technical solution of this disclosure embodiment adopts a split-type heat exchanger, which includes multiple independent heat exchange channels. For example... Figure 2 As shown, the multiple independent heat exchange channels include: a high-temperature channel, with its input end connected to a high-temperature heat source 211 and its output end connected to a cabin heating device 221; a medium-temperature channel, with its input end connected to a medium-temperature heat source 212 and its output end connected to a battery thermal management device 222; and a low-temperature channel, with its input end connected to a low-temperature heat source 213 and its output end connected to the evaporator front end 223 of the heat pump system.

[0043] Specifically, the cabin heating device 221 can be a replacement module for the cabin PTC (Positive Temperature Coefficient) thermistor. The high-temperature channel connecting to the cabin heating device 221 can meet the cabin's heating requirements. The battery thermal management device 222 can be a battery liquid thermoelectric plate. The medium-temperature channel connecting to the battery thermal management device 222 can provide preheating for the battery. The low-temperature channel input to the evaporator front end of the heat pump system can improve the heat pump efficiency. This three-channel heat exchange topology breaks away from the traditional single-pipe circulation method, effectively reducing heat transfer losses by more than 25% compared to traditional single-pipe circulation systems.

[0044] The high-temperature channel in this embodiment is made of a highly efficient heat-conducting material, ensuring that high-temperature waste heat can be quickly and stably transferred to the cabin PTC replacement module. The cabin PTC replacement module can adjust its heating capacity according to actual needs, providing a comfortable thermal environment inside the vehicle. The medium-temperature channel is connected to the battery hot plate, transferring medium-temperature waste heat to the battery coolant through heat exchange, thus preheating the battery. The design of the battery hot plate fully considers the battery layout and heat dissipation requirements, ensuring that waste heat can be evenly distributed throughout the battery module, improving battery performance and lifespan. The low-temperature channel introduces low-temperature waste heat into the evaporator front end of the heat pump system. In the heat pump system, low-temperature waste heat serves as an additional heat source, improving the evaporation efficiency of the heat pump and thus enhancing the overall heating performance of the heat pump system. The heat pump system automatically adjusts its operating state according to the vehicle's interior temperature requirements and environmental conditions, achieving efficient energy utilization.

[0045] In some embodiments of this disclosure, the corresponding channel valves for multiple independent heat exchange channels include: a first three-way valve 231, connected between a high-temperature heat source, a cabin heating device, and a battery thermal management device; a second three-way valve 232, connected between a medium-temperature heat source, a battery thermal management device, and the evaporator front end of a heat pump system; and a two-way valve 233, connected between a low-temperature heat source and the evaporator front end of a heat pump system.

[0046] Specifically, when switching the high-temperature waste heat in the high-temperature channel to the battery preheating channel where the battery management device is located, part or all of the high-temperature waste heat can be directed to the battery thermal management device by adjusting the valve of the three-way valve 231. When switching the medium-temperature heat source in the medium-temperature channel to the evaporator front end of the heat pump system, part or all of the medium-temperature waste heat can be directed to the evaporator front end of the heat pump system by adjusting the valve of the three-way valve 232. The two-way valve 233 is an on / off valve used to close the thermal channel between the low-temperature heat source and the evaporator front end of the heat pump system when not needed.

[0047] The technical solution of this disclosure relates to a multi-source waste heat intelligent recovery and utilization scheme based on temperature gradient. Addressing the problems of decreased quality after waste heat mixing, large heat transfer losses, and slow response speed in waste heat distribution in existing waste heat recovery systems, this scheme employs temperature staged capture technology, a three-channel heat exchange topology, and a dynamic load prediction algorithm to form an effective solution mechanism.

[0048] The waste heat recovery and utilization system for electric vehicles provided in this disclosure improves the overall efficiency of vehicle waste heat utilization by capturing and utilizing waste heat at different temperature ranges separately through temperature-graded capture technology; it reduces heat transfer losses through a multi-channel heat exchange topology, thereby improving the energy utilization level of the entire vehicle thermal management system; and it improves the accuracy and real-time performance of waste heat utilization by adjusting the waste heat distribution strategy in a timely manner according to the vehicle's driving conditions and changes in heat demand through dynamic load prediction algorithms and control strategies.

[0049] This disclosure provides a method for waste heat recovery and utilization from electric vehicles, applicable to the waste heat recovery and utilization system for electric vehicles described above. For example... Figure 3 As shown, waste heat recovery and utilization methods include: In step S310, waste heat of different qualities is captured in stages and directly generated by thermoelectric generator arrays set at heat sources of different temperatures.

[0050] In step S320, waste heat of different temperature levels is delivered to the corresponding heat-using terminals through multiple independent heat exchange channels.

[0051] Step S330: Obtain the predicted driving status information and battery status information of the electric vehicle, predict the future heat demand of the electric vehicle based on the predicted driving status information and battery status information, and dynamically switch the waste heat distribution path of multiple independent heat exchange channels according to the predicted heat demand.

[0052] In step S330, dynamically switching the waste heat distribution path of multiple independent heat exchange channels includes: deciding to distribute high-temperature waste heat to the cabin heating device or the battery thermal management device based on path slope information and battery state of charge; and deciding to distribute medium-temperature waste heat to the evaporator front end of the battery thermal management device or the heat pump system based on real-time traffic data.

[0053] In step S330, when predicting the future thermal demand of electric vehicles based on the predicted driving status information and battery status information, a pre-established dynamic load prediction model can be used to predict the vehicle thermal demand in the first time period in the future. The dynamic load prediction model is used to predict the future thermal demand of electric vehicles based on the vehicle driving conditions, traffic congestion, battery charging and discharging status and ambient temperature.

[0054] In some embodiments of this disclosure, the predicted driving status information acquired by the dynamic load prediction and control module includes path gradient information and real-time traffic data from the vehicle navigation system; the battery status information includes the battery's state of charge (SOC). Based on the gradient information of the vehicle navigation path and real-time traffic data, combined with the battery's SOC, the dynamic load prediction and control module can predict the vehicle's heat demand within the next 10 minutes, achieving a waste heat distribution response speed of less than 3 seconds, thus improving the accuracy and real-time performance of waste heat utilization.

[0055] For example, when it is predicted that the vehicle is about to enter a low-temperature area, the high-temperature waste heat can be introduced into the battery preheating channel in advance to ensure battery performance; when it is detected that the vehicle is in a congested road section, the medium-temperature source can be switched to the heat pump to improve the defogging efficiency.

[0056] The dynamic load forecasting and control module can interact with the dynamic load forecasting and control module of the electric vehicle. Specifically, during dynamic load forecasting, the vehicle's onboard navigation system acquires real-time gradient information and real-time traffic data of the driving path and transmits it to the vehicle's dynamic load forecasting and control module. Simultaneously, the battery management system monitors the battery's SOC status in real time and feeds the data back to the dynamic load forecasting and control module. Based on the received data, the dynamic load forecasting and control module uses a pre-established dynamic load forecasting algorithm model to predict the vehicle's heat demand for the next 10 minutes. This algorithm comprehensively considers factors such as driving conditions (uphill, downhill, constant speed), traffic congestion, and battery charging / discharging status, and through data processing and analysis, derives heat demand forecast results for different scenarios. Based on the heat demand forecast results, the dynamic load forecasting and control module adjusts the waste heat distribution strategy in a timely manner. For example, when the vehicle is predicted to enter a low-temperature area, the dynamic load prediction and control module sends an instruction in advance to switch the high-temperature waste heat in the high-temperature channel to the battery preheating channel. The heat is then transferred to the battery coolant through a heat exchanger to preheat the battery and ensure that the battery can work normally in a low-temperature environment. When the vehicle is driving on a congested road, the dynamic load prediction and control module switches the medium-temperature source in the medium-temperature channel to the heat pump. The heat pump uses medium-temperature waste heat to improve the defogging efficiency, quickly removes fog from the windows, and ensures driving safety.

[0057] The waste heat recovery and utilization method for electric vehicles provided in this disclosure improves the overall efficiency of vehicle waste heat utilization by capturing and utilizing waste heat at different temperature ranges separately through temperature-graded capture technology; reduces heat transfer losses through a multi-channel heat exchange topology, thereby improving the energy utilization level of the entire vehicle thermal management system; and improves the accuracy and real-time performance of waste heat utilization by adjusting the waste heat distribution strategy in a timely manner according to changes in vehicle driving conditions and heat demand through dynamic load prediction algorithms and control strategies.

[0058] like Figure 4 As shown, the electric vehicle provided in this embodiment includes heat sources 410 at different temperatures, heat-using terminals 430, and a waste heat recovery and utilization system 420 for electric vehicles in the above technical solution.

[0059] The electric vehicle provided in this disclosure includes the waste heat recovery and utilization system of the electric vehicle described in the above technical solution. This waste heat recovery and utilization system of the electric vehicle captures and utilizes waste heat at different temperature ranges separately through temperature-graded capture technology, thereby improving the overall utilization efficiency of vehicle waste heat. It also reduces losses during heat transfer through a multi-channel heat exchange topology, thereby improving the energy utilization level of the entire vehicle thermal management system. Furthermore, it improves the accuracy and real-time performance of waste heat utilization by adjusting the waste heat distribution strategy in a timely manner according to changes in vehicle driving conditions and heat demand through dynamic load prediction algorithms and control strategies.

[0060] The above are merely preferred embodiments of this disclosure and are not intended to limit this disclosure. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A waste heat recovery and utilization system for electric vehicles, characterized in that, include: The temperature grading capture module includes multiple thermoelectric generator arrays respectively disposed at heat sources of different temperatures in the vehicle. The thermoelectric generator arrays are used to directly convert the heat of the waste heat emitted by the corresponding heat source into electrical energy based on the Seebeck effect. The heat sources of different temperatures include at least a high-temperature heat source, a medium-temperature heat source, and a low-temperature heat source. The multi-channel heat exchange module includes multiple independent heat exchange channels connected to the heat sources of different temperatures and corresponding channel valves. Each independent heat exchange channel is used to guide waste heat of the corresponding temperature level to different heat-using terminals. The dynamic load prediction and control module is communicatively connected to the channel valves of the multi-channel heat exchange module. It is used to acquire the predicted driving status information and battery status information of the electric vehicle, predict the future heat demand of the electric vehicle, and generate control commands for the channel valves based on the predicted heat demand to dynamically adjust the waste heat distribution path in the multi-channel heat exchange module.

2. The waste heat recovery and utilization system according to claim 1, characterized in that, The high-temperature heat source is the motor coolant outlet, the medium-temperature heat source is the electronic control radiator, and the low-temperature heat source is the battery cooling circuit.

3. The waste heat recovery and utilization system according to claim 1, characterized in that, In the temperature grading capture module, the thermoelectric generator array located at the high-temperature heat source has an operating temperature range of 80℃-120℃, the thermoelectric generator array located at the medium-temperature heat source has an operating temperature range of 50℃-80℃, and the thermoelectric generator array located at the low-temperature heat source has an operating temperature range of 30℃-50℃.

4. The waste heat recovery and utilization system according to claim 1, characterized in that, The plurality of independent heat exchange channels include: The high-temperature channel has its input end connected to the high-temperature heat source and its output end connected to the cabin heating device. The medium-temperature channel has its input end connected to the medium-temperature heat source and its output end connected to the battery thermal management device. The low-temperature channel has its input end connected to the low-temperature heat source and its output end connected to the front end of the evaporator of the heat pump system.

5. The waste heat recovery and utilization system according to claim 4, characterized in that, The corresponding channel valves for the multiple independent heat exchange channels include: The first three-way valve is connected between the high-temperature heat source, the cabin heating device, and the battery thermal management device; The second three-way valve is connected between the medium-temperature heat source, the battery thermal management device, and the front end of the evaporator of the heat pump system. A two-way valve is connected between the low-temperature heat source and the front end of the evaporator of the heat pump system.

6. The waste heat recovery and utilization system according to claim 1, characterized in that, The predicted driving status information acquired by the dynamic load prediction and control module includes path gradient information and real-time traffic data from the vehicle navigation system; the battery status information includes the battery's state of charge.

7. A method for waste heat recovery and utilization from electric vehicles, characterized in that, The waste heat recovery and utilization system applied to the electric vehicle as described in any one of claims 1-6, wherein the waste heat recovery and utilization method comprises: By using an array of thermoelectric generators placed at heat sources of different temperatures, waste heat of different qualities is captured in stages and directly generated into electricity. Waste heat at different temperature levels is delivered to the corresponding heat-using terminals through multiple independent heat exchange channels. The system acquires the predicted driving status information and battery status information of the electric vehicle, predicts the future heat demand of the electric vehicle based on the predicted driving status information and battery status information, and dynamically switches the waste heat distribution path of the multiple independent heat exchange channels according to the predicted heat demand.

8. The waste heat recovery and utilization method according to claim 7, characterized in that, Dynamically switching the waste heat distribution path of the multiple independent heat exchange channels includes: Based on path gradient information and battery state of charge, a decision is made to allocate high-temperature waste heat to either the cabin heating unit or the battery thermal management unit. Based on real-time traffic data, decisions are made to allocate medium-temperature waste heat to the evaporator front end of the battery thermal management device or heat pump system.

9. The method according to claim 7, characterized in that, Predicting the future thermal demand of the electric vehicle based on the predicted driving state information and the battery state information includes: Using a pre-established dynamic load forecasting model, the vehicle heat demand in the first time period is predicted. The dynamic load forecasting model is used to predict the future heat demand of the electric vehicle based on the vehicle's driving conditions, traffic congestion, battery charging and discharging status, and ambient temperature.

10. An electric vehicle, characterized in that, The electric vehicle includes heat sources at different temperatures, heat-using terminals, and a waste heat recovery and utilization system for the electric vehicle according to any one of claims 1 to 6, wherein the heat sources at different temperatures and the heat-using terminals are respectively connected to the waste heat recovery and utilization system.

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