A waste heat collection energy supply method, device, equipment and medium

Abstract

The application relates to the technical field of heat management, and discloses a waste heat collection and energy supply method, device, equipment and medium, the external environment temperature of a target vehicle is acquired, a waste heat grading interval of the target vehicle is determined according to an environment temperature interval corresponding to the external environment temperature; for vehicle waste heat corresponding to any waste heat grading interval in the target vehicle, a preset collection strategy corresponding to any waste heat grading interval is called to continuously collect the vehicle waste heat; for the load heat demand of the target vehicle, the target vehicle is subjected to heat exchange and energy supply by calling the vehicle waste heat of the corresponding waste heat grading interval, so as to meet the load heat demand. The beneficial effect is that the waste heat grading interval is divided based on the external environment temperature, the vehicle waste heat is collected and distinguished, and on the basis of fine classification of the vehicle waste heat, the utilization rate of the vehicle waste heat is significantly improved through collaborative energy supply, thereby effectively reducing the energy consumption of the air conditioning system and optimizing the whole vehicle energy consumption and the cruising range of the target vehicle.

Description

Technical Field

[0001] This application relates to the field of thermal management technology, and in particular to a waste heat harvesting and energy supply method, device, equipment and medium. Background Technology

[0002] In new energy vehicles, the air conditioning system, as a key component for enhancing the user's driving experience, consumes significantly more energy under extreme conditions such as winter heating than under other conditions. Therefore, reducing the energy consumption of the air conditioning system under extreme conditions is a core issue in reducing the overall energy consumption of new energy vehicles and improving their driving range. During driving, components such as the motor and battery pack inside the vehicle continuously generate heat. Some technologies recover this heat as waste heat and use it to power the air conditioning system to meet heating demands. However, these technologies often employ relatively simple waste heat recovery methods, which can lead to incomplete recovery and significant energy waste, making it difficult to achieve effective utilization of waste heat. Summary of the Invention

[0003] This application provides a waste heat harvesting and energy supply method, device, equipment, and medium. Based on the external ambient temperature, waste heat is divided into graded intervals to differentiate and collect vehicle waste heat. On the basis of fine grading of vehicle waste heat, the utilization rate of vehicle waste heat is significantly improved through coordinated energy supply, thereby effectively reducing the energy consumption of the air conditioning system and optimizing the overall energy consumption and range of the target vehicle.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, embodiments of this application provide a waste heat harvesting and energy supply method, the method comprising: Obtain the external ambient temperature of the target vehicle, and determine the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature. For any waste heat classification interval in the target vehicle, the preset collection strategy corresponding to any waste heat classification interval is invoked to continuously collect the vehicle waste heat. To meet the load heat demand of the target vehicle, waste heat from multiple waste heat classification zones is used to provide coordinated energy supply to the target vehicle.

[0005] The waste heat harvesting and energy supply method proposed in this application acquires the external ambient temperature of the target vehicle and determines its ambient temperature range. Based on this range, it divides the vehicle into waste heat classification ranges. For any given waste heat classification range, a preset harvesting strategy is invoked to continuously harvest waste heat from the vehicle within that range. In response to the load heat demand in the target vehicle, waste heat from multiple classification ranges is used collaboratively to effectively cover the load heat demand. Compared with related technologies, this application, based on the external ambient temperature, adaptively classifies and selectively harvests waste heat from vehicles at different temperatures. This improves the harvesting efficiency of waste heat from different temperatures and ensures that waste heat of different qualities can be differentiated and utilized, thus improving the utilization rate of vehicle waste heat. Based on the fine classification of vehicle waste heat, the collaborative energy supply between different waste heat classification ranges significantly improves the utilization rate of vehicle waste heat, thereby effectively reducing the energy consumption of the air conditioning system and optimizing the overall energy consumption and range of the target vehicle.

[0006] Optionally, the ambient temperature range includes a first ambient temperature range, a second ambient temperature range, and a third ambient temperature range; determining the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature includes: When the external ambient temperature corresponds to the first ambient temperature range, the waste heat classification range is divided by a first high temperature threshold and a first low temperature threshold. When the external ambient temperature corresponds to the second ambient temperature range, the waste heat classification range is divided by a second high temperature threshold and a second low temperature threshold; wherein, the lower limit of the second ambient temperature range is higher than the upper limit of the first ambient temperature range, the second high temperature threshold is higher than the first high temperature threshold, and the second low temperature threshold is higher than the first low temperature threshold. When the external ambient temperature corresponds to the third ambient temperature range, the waste heat classification range is divided by a third high temperature threshold and a third low temperature threshold; wherein, the lower limit of the third ambient temperature range is higher than the upper limit of the second ambient temperature range, the third high temperature threshold is higher than the second high temperature threshold, and the third low temperature threshold is higher than the second low temperature threshold.

[0007] Optionally, the step of continuously collecting the vehicle's waste heat by invoking a preset collection strategy corresponding to any of the waste heat classification intervals includes: Determine the initial fin spacing range corresponding to any of the waste heat classification intervals; If the ambient temperature range corresponding to the external ambient temperature falls within a preset correction range, the initial fin spacing range is offset and corrected based on the preset correction interval to obtain an adapted fin spacing range, which serves as the preset acquisition strategy.

[0008] Optionally, the method further includes: Obtain the waste heat exchange efficiency of the target vehicle; If the waste heat exchange efficiency is lower than a preset efficiency threshold, the fin spacing is optimized within the appropriate fin spacing range to obtain an efficiency-optimized fin spacing, so as to collect the vehicle waste heat through the efficiency-optimized fin spacing.

[0009] Optionally, the step of utilizing waste heat from multiple waste heat classification zones to collaboratively supply energy to the target vehicle in response to its load heat demand includes: According to the energy supply priority, the waste heat of multiple heat-demanding loads in the target vehicle is distributed in stages to determine the energy supply gap value of each waste heat classification interval. The waste heat classification interval with a power supply gap value is defined as the waste heat gap interval. For any waste heat gap interval, the waste heat of vehicles in the adjacent waste heat classification intervals of any waste heat gap interval is used to provide coordinated power to the target vehicle in order to meet the power supply gap value of any waste heat gap interval.

[0010] Optionally, the step of using the waste heat from adjacent waste heat grading intervals within any of the waste heat gap intervals to collaboratively power the target vehicle includes: Compare the current residual heat of each of the adjacent residual heat classification intervals. If the difference in residual heat between the adjacent residual heat classification intervals exceeds a preset difference threshold, the adjacent residual heat classification interval with the higher current residual heat is taken as the collaborative energy supply interval. If the difference in residual waste heat between adjacent waste heat classification intervals does not exceed a preset difference threshold, the adjacent waste heat classification interval with higher waste heat grade will be regarded as the collaborative energy supply interval. The waste heat from vehicles in the coordinated energy supply zone is used to supplement the energy supply gap.

[0011] Optionally, the load heat requirement can be obtained in the following way: The real-time driving parameters of the target vehicle are obtained, and the operating condition of the target vehicle is determined based on the real-time driving parameters to obtain the current driving condition of the target vehicle. Within the feedforward prediction time window corresponding to the current driving condition, the heat demand of multiple heat-requiring loads of the target vehicle is predicted to obtain the load heat demand of each of the multiple heat-requiring loads.

[0012] Secondly, embodiments of this application provide a waste heat harvesting and energy supply device, the device comprising: The waste heat classification module is used to acquire the external ambient temperature of the target vehicle and determine the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature. The waste heat acquisition module is used to continuously acquire the vehicle waste heat of any waste heat classification interval in the target vehicle by calling the preset acquisition strategy corresponding to the waste heat classification interval. The waste heat supply module is used to coordinate the supply of waste heat from multiple waste heat classification zones to the target vehicle to meet its load heat demand.

[0013] Thirdly, embodiments of this application provide a computer device, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the method described in any of the above embodiments.

[0014] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the method described in any of the above embodiments. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 A flowchart illustrating the steps of the waste heat harvesting and energy supply method provided in this application embodiment; Figure 2 This is the overall hardware assembly diagram of the waste heat harvesting and energy supply system in the embodiments of this application; Figure 3 This is an internal schematic diagram of the three-layer composite phase change energy storage module in the embodiments of this application; Figure 4 This is a diagram illustrating the steps involved in dividing waste heat into grading zones in an embodiment of this application. Figure 5 This is a diagram illustrating the steps of invoking a preset acquisition strategy in an embodiment of this application. Figure 6 This is a diagram illustrating the steps for optimizing fin spacing in an embodiment of this application; Figure 7This is a flowchart illustrating the steps of coordinated energy supply across multiple waste heat tiers in an embodiment of this application. Figure 8 This is a schematic diagram illustrating the linkage principle of coordinated energy supply across multiple waste heat tiers in this application embodiment; Figure 9 This is a diagram illustrating the steps for supplementing energy supply to the coordinated energy supply zone in the embodiments of this application; Figure 10 This is a diagram illustrating the steps for obtaining load heat demand in an embodiment of this application; Figure 11 A module diagram of the waste heat harvesting and energy supply device provided in the embodiments of this application; Figure 12 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] In new energy vehicles, the air conditioning system, as a key component for enhancing the user's driving experience, consumes significantly more energy under extreme conditions such as winter heating than under other conditions. Therefore, reducing the energy consumption of the air conditioning system under extreme conditions is a core issue in reducing the overall energy consumption of new energy vehicles and improving their driving range. During driving, components such as the motor and battery pack inside the vehicle continuously generate heat. Some technologies recover this heat as waste heat and use it to power the air conditioning system to meet heating demands. However, these technologies often employ relatively simple waste heat recovery methods, which can lead to incomplete recovery and significant energy waste, making it difficult to achieve effective utilization of waste heat.

[0019] To address the aforementioned issues, this application provides a waste heat harvesting and energy supply method, apparatus, equipment, and medium. The method involves acquiring the external ambient temperature of a target vehicle, determining the waste heat classification range of the target vehicle based on the corresponding ambient temperature range, continuously harvesting vehicle waste heat for any waste heat classification range by invoking a preset harvesting strategy corresponding to that range, and then using the waste heat from the corresponding waste heat classification range to exchange heat and supply energy to the target vehicle to meet its load heat demand.

[0020] The waste heat harvesting and energy supply method provided in this application acquires the external ambient temperature of the target vehicle and determines its ambient temperature range. Based on the ambient temperature range, it divides the range into intervals to obtain the waste heat classification intervals of the target vehicle. For any waste heat classification interval, it calls the preset acquisition strategy corresponding to that waste heat classification interval to continuously collect the vehicle's waste heat within the temperature range of that waste heat classification interval. In response to the load heat demand in the target vehicle, it calls the vehicle waste heat from multiple waste heat classification intervals for coordinated energy supply to effectively cover the aforementioned load heat demand.

[0021] Compared with related technologies, this application adaptively classifies and selectively collects waste heat from vehicles at different temperatures based on external ambient temperature. This improves the efficiency of waste heat collection at different temperatures and ensures that waste heat of varying qualities can be differentiated and utilized, thereby increasing the utilization rate of vehicle waste heat. Based on the refined classification of vehicle waste heat, the coordinated energy supply between different waste heat classification intervals significantly improves the utilization rate of vehicle waste heat, effectively reducing the energy consumption of the air conditioning system and optimizing the overall vehicle energy consumption and range of the target vehicle.

[0022] According to an embodiment of this application, a waste heat harvesting and energy supply method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0023] Reference Figure 1 As shown, this embodiment provides a waste heat harvesting and energy supply method, which includes: S100. Obtain the external ambient temperature of the target vehicle, and determine the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature.

[0024] S200. For any waste heat classification interval of the target vehicle, call the preset collection strategy corresponding to any waste heat classification interval to continuously collect vehicle waste heat.

[0025] S300. To meet the load heat demand of the target vehicle, the waste heat from multiple waste heat classification zones is used to provide coordinated energy supply to the target vehicle.

[0026] The waste heat harvesting and energy supply method provided in this embodiment can be used in a waste heat harvesting and energy supply system. This system is located inside the target vehicle and its architecture can be divided into a sensing layer, a control layer, a transmission layer, an emergency response layer, an energy storage layer, an execution layer, and a monitoring layer. Different layers are rigidly connected via wiring harnesses or conduits to transmit control signals. The overall hardware assembly diagram of the waste heat harvesting and energy supply system can be found by referring to... Figure 2 As shown, the perception layer may include a global sensing group, which includes temperature sensors, flow sensors, and operating condition sensors. The installation location of the global sensing group can cover multiple locations of the target vehicle, such as the motor housing, electronic control housing, battery pack heat dissipation channel, charging module housing, brake disc, air conditioning condenser outlet, evaporator inlet, and the exterior of the vehicle. It is used to perceive the environment of the target vehicle and the internal state of the target vehicle in all dimensions, and transmit them to the vehicle ECU (Electronic Control Unit) in the form of electrical signals.

[0027] For example, the temperature sensors in the global sensing group may include temperature sensors T1 to T7, etc., and the flow sensors in the global sensing group may include temperature sensors F1 to F6, etc. Temperature sensor T1 and flow sensor F1 can be installed on the surface of the motor heat sink fins; temperature sensor T2 and flow sensor F2 can be installed at the inlet of the electronic control heat dissipation channel; temperature sensor T3 and flow sensor F3 can be installed on the air outlet side of the battery pack; temperature sensor T4 and flow sensor F4 can be installed on the heat sink of the charging module; temperature sensor T5 can be installed near the brake caliper; temperature sensor T6 and flow sensor F5 can be installed at the air conditioning condenser outlet; and temperature sensor T7 and flow sensor F6 can be installed at the air conditioning evaporator inlet. The operating condition sensors in the global sensing group may include an ambient temperature and humidity sensor T8 and a SOC (State of Charge) acquisition module B1, etc. Ambient temperature and humidity sensor T8 can be installed on the exterior of the target vehicle to collect the external ambient temperature of the target vehicle, and SOC acquisition module B1 can be installed inside the battery pack to collect the remaining battery charge.

[0028] The control layer may include a vehicle ECU, a collaborative control board, and a 12-channel multi-solenoid valve assembly. The vehicle ECU may contain a multi-algorithm fusion prediction unit, used to generate control commands based on sensor data returned from the global sensor group, for controlling other layers. In some embodiments, the multi-algorithm fusion prediction unit may integrate multiple algorithms, such as deep reinforcement learning, MPC (Model Predictive Control), and fuzzy PID (Proportional-Integral-Derivative) algorithms. The collaborative control board provides a system interface between the vehicle ECU and the various systems in the execution layer, and the 12-channel multi-solenoid valve assembly controls the energy supply method of the energy storage layer.

[0029] The control layer can be connected to the monitoring layer, emergency layer and transmission layer respectively. The monitoring layer can include a full-process monitoring and calibration unit, which can include several full-node energy consumption sensors, flow calibration sensors and temperature calibration sensors, as well as a data calibration module, to monitor the real-time status of the waste heat harvesting and energy supply system, and to perform parameter calibration and model optimization for the waste heat harvesting and energy supply system.

[0030] The emergency response layer can include a tiered emergency support unit, which may contain a self-healing module, redundant heat exchange units, redundant energy storage chambers, fault alarms, and data logging chips. The fault alarm can detect faults in the waste heat harvesting and power supply system, provide early warnings when faults occur, and perform self-repair through the self-healing module and data logging chip. The redundant heat exchange units and redundant energy storage chambers can serve as redundancy backups, allowing switching to the backup unit to continue operation in the event of a fault. For example, the waste heat harvesting and power supply system can include level 1, level 2, and level 3 faults. Level 1 faults may include sensor drift and minor pipe blockages, in which case the self-healing module can be activated for self-repair, such as interpolating sensor values ​​or backflushing the pipes. Level 2 faults may include the failure of a single heat exchange unit or a single energy storage chamber, in which case redundant heat exchange units or redundant energy storage chambers can be activated to replace the failed unit, and the preheating distribution strategy can be adjusted to prioritize the heat demand of loads with higher functional priorities. Level 3 faults can include complete failure of the transmission layer and energy storage layer. In this case, an alarm will be triggered by the fault alarm device, the air conditioning system will be switched to normal mode, and other systems in the target vehicle will be activated to ensure vehicle safety.

[0031] The transmission layer may include zoned waste heat collection components and vacuum-insulated transmission pipelines. The zoned waste heat collection components may include heat exchange units located at different positions within the target vehicle to collect waste heat at different temperatures. The types of heat exchange units may include, but are not limited to, high-temperature shaped fins, medium-temperature shaped fins, and low-temperature shaped fins. In some embodiments, the aforementioned shaped fins may be stepped-protruding annular shaped fins with a fin height of 8 mm and a protrusion height of 2 mm. Adjacent shaped fins are staggered at a 45° angle, and the fin spacing can be determined according to a preset collection strategy. This allows for continuous disturbance of the heat exchange fluid at any fin spacing, enhancing the turbulence effect. The vacuum-insulated transmission pipelines may be heat transfer pipelines directly embedded in the energy storage layer, used to transfer the collected vehicle waste heat in a low-loss manner. In some embodiments, the vacuum heat-insulating transmission pipeline can be a three-layer pipeline, with the inner layer being a thermally conductive alloy with a diameter of 12 mm, the middle layer being an aerogel with a thickness of 5 mm, and the outer layer being a vacuum sealing layer with a thickness of 2 mm. The total length of the vacuum heat-insulating transmission pipeline can be within 0.8 m, so that the transmission loss of vehicle waste heat does not exceed 3%.

[0032] The energy storage layer may include a three-layer composite phase change energy storage module, comprising a high-temperature chamber, a medium-temperature chamber, and a low-temperature chamber, to separately store waste heat from the vehicle within different temperature ranges. The high-temperature chamber may use a high-melting-point composite phase change material, the medium-temperature chamber may use a medium-melting-point composite phase change material, and the low-temperature chamber may use a low-melting-point composite phase change material. The energy storage density of each of these composite phase change materials exceeds 200 kJ / kg. For example, the dimensions of the three-layer composite phase change energy storage module may be 350 mm (length) × 200 mm (width) × 150 mm (height). The volume of the high-temperature chamber may be 1.2 L, and the melting point of the high-melting-point composite phase change material may be between 55°C and 75°C. The volume of the medium-temperature chamber may be 1.5 L, and the melting point of the medium-melting-point composite phase change material may be between 38°C and 55°C. The volume of the low-temperature chamber may be 1.8 L, and the melting point of the low-melting-point composite phase change material may be between 22°C and 38°C.

[0033] The internal structure of the three-layer composite phase change energy storage module can be referenced. Figure 3 As shown, the high-temperature chamber, intermediate-temperature chamber, and low-temperature chamber can be located in different layers. The high-temperature chamber is located in the upper layer of the three-layer composite phase change energy storage module, the intermediate-temperature chamber in the middle layer, and the low-temperature chamber in the lower layer. Each layer is equipped with independent heat exchange tubes, temperature sensors, and solenoid valves for independent control. The high-temperature chamber can be connected to the transmission layer via a high-temperature chamber heat exchange coil and is connected to a solenoid valve SV1 and a temperature sensor T9. The solenoid valve SV1 connects the high-temperature chamber to the execution layer, and the temperature sensor T9 detects the temperature of the high-temperature chamber. The intermediate-temperature chamber can be connected to the transmission layer via an intermediate-temperature chamber heat exchange coil and is connected to a solenoid valve SV2 and a temperature sensor T10. The solenoid valve SV2 connects the intermediate-temperature chamber to the execution layer, and the temperature sensor T10 detects the temperature of the intermediate-temperature chamber. The cryogenic chamber is connected to the transmission layer via a cryogenic chamber heat exchange coil, and is also connected to a solenoid valve SV3 and a temperature sensor T11. The solenoid valve SV3 connects the cryogenic chamber to the execution layer, and the temperature sensor T11 detects the temperature of the cryogenic chamber. The cryogenic chamber is also connected to the cryogenic chamber heat exchange coil via a micro-circulation pump to assist the heat exchange process between the cryogenic chamber and the heat exchange coil, thereby improving the efficiency of waste heat recovery from the vehicle.

[0034] The execution layer can include multiple energy-requiring systems in the target vehicle, including but not limited to the air conditioning system, waste heat system, power system, battery thermal management system, charging system, and braking system. The execution layer is connected to the energy storage layer through a 12-channel multi-solenoid valve group to obtain the vehicle's waste heat supplied by the energy storage layer and use the vehicle's waste heat to perform actions such as air conditioning heating, air conditioning cooling, or heat pump linkage, thereby achieving effective reuse of the vehicle's waste heat.

[0035] Specifically, the ambient temperature and humidity sensor T8 detects the temperature of the target vehicle's surroundings, obtaining the external ambient temperature. This external ambient temperature is then compared with a preset ambient temperature threshold. Based on the threshold comparison result, the corresponding ambient temperature range is determined. After determining the current ambient temperature range, the current range division method is determined based on the mapping relationship between the ambient temperature range and the waste heat classification range, and the target vehicle is classified into multiple waste heat classification ranges.

[0036] If the change in external ambient temperature exceeds a preset environmental change threshold, the ambient temperature and humidity sensor T8 re-detects the temperature to update the target vehicle's external ambient temperature, ensuring its accuracy. For example, the preset environmental change threshold can be 2°C. In some embodiments, the waste heat classification range can also be determined by combining the target vehicle's load heat demand and the remaining battery pack charge. The load heat demand can be determined based on the set temperature of the air conditioning system, and the remaining battery pack charge can be obtained through the SOC acquisition module B1.

[0037] It is understood that in this embodiment, the waste heat classification range is determined based on the external ambient temperature, and is updated in real time when the change in the external ambient temperature exceeds the preset environmental change threshold, thereby updating the waste heat classification range. This makes the waste heat classification range environmentally adaptive, able to adapt to different environments in which the target vehicle is located, and improves the intelligence and comprehensiveness of waste heat utilization.

[0038] Furthermore, temperature sensors located at different positions within the target vehicle, part of the global sensing array, measure the temperature of the vehicle's waste heat at those locations. For each location, the temperature measurement is compared to the boundary values ​​of multiple waste heat classification intervals to determine the corresponding interval. These intervals can be understood as temperature ranges within which the waste heat is located, used to differentiate between different grades of waste heat. By dividing the waste heat into intervals, not only can different grades of waste heat be collected specifically, but it also ensures that different qualities of waste heat can be differentiated and utilized, achieving precise classification of vehicle waste heat and improving its utilization rate.

[0039] After determining the waste heat classification interval to which the vehicle's waste heat belongs at any given location, a corresponding preset collection strategy is invoked based on this interval, and the vehicle's waste heat is collected according to the preset collection strategy. This enables continuous recovery of the vehicle's waste heat for subsequent reuse. In some embodiments, the preset collection strategy may include setting parameters for the zoned waste heat collection component, including but not limited to fin spacing, fin height, and fin angle. The preset collection strategy can be pre-designed for each waste heat classification interval, maximizing the waste heat recovery efficiency of the zoned waste heat collection component for the corresponding waste heat classification interval. By invoking the corresponding preset collection strategy, the waste heat of the corresponding vehicle is recovered with maximum waste heat recovery efficiency, enhancing the ability to capture vehicle waste heat generated at different locations within the target vehicle, thereby improving the overall waste heat recovery efficiency of the target vehicle.

[0040] Furthermore, the individual heat demands of multiple heat-requiring loads within the target vehicle are obtained. These loads may include, but are not limited to, the air conditioning system, battery pack, charging system, and braking system. The heat demand of the air conditioning system may include passenger compartment heating, auxiliary air conditioning cooling, and auxiliary air conditioning dehumidification. The heat demand of the battery pack may include battery preheating and cooling. The heat demand of the charging system may include charging system insulation. The heat demand of the braking system may include braking system antifreeze and braking system heat dissipation. The heat demand can be the current heat energy supply requirement of each heat-requiring load, or the heat energy supply requirement of each heat-requiring load over a future period.

[0041] There is a correspondence between load heat demand and waste heat classification intervals. Any load heat demand needs to be met by vehicle waste heat of the corresponding grade. For each heat-demanding load, waste heat is allocated according to its correspondence with waste heat classification intervals, drawing on vehicle waste heat from the corresponding interval to supply energy and thus meet the load heat demand. It can be understood that the drawn vehicle waste heat can be waste heat generated in real-time in the target vehicle, waste heat stored in the energy storage layer of the waste heat harvesting and supply system, or both.

[0042] In some embodiments, vehicle waste heat may include high-temperature vehicle waste heat, medium-temperature vehicle waste heat, and low-temperature vehicle waste heat, each corresponding to a different waste heat classification range within a different temperature range. Specifically, the quality of high-temperature vehicle waste heat is higher than that of medium-temperature vehicle waste heat, and the quality of medium-temperature vehicle waste heat is higher than that of low-temperature vehicle waste heat. High-temperature vehicle waste heat can be used to meet the heat demands of loads with high quality requirements, such as air conditioning heating. After the high-temperature vehicle waste heat meets the load heat demand, if the remaining waste heat exceeds a preset threshold, the remaining high-temperature vehicle waste heat can be transferred to a high-temperature chamber for storage. Medium-temperature vehicle waste heat is preferentially transferred to a medium-temperature chamber for storage. Low-temperature vehicle waste heat can be heated as it passes through the fins of the heat exchange unit and then transferred to a low-temperature chamber for storage.

[0043] When any waste heat classification zone cannot meet the corresponding load heat demand, waste heat from vehicles in other waste heat classification zones outside that zone can be simultaneously utilized to provide coordinated energy supply from multiple waste heat classification zones. Alternatively, waste heat from other waste heat classification zones can be used individually to supplement the energy supply gap in any given waste heat classification zone. In some embodiments, the flow ratio of vehicle waste heat from different waste heat classification zones during coordinated energy supply can be calculated using a PID algorithm and dynamically adjusted based on a preset flow allocation cycle to ensure the stability of vehicle waste heat energy supply and the temperature stability of the heat load.

[0044] The waste heat harvesting and energy supply method provided in this embodiment obtains the external ambient temperature of the target vehicle and determines its ambient temperature range. Based on the ambient temperature range, it divides the range into intervals to obtain the waste heat classification intervals of the target vehicle. For any waste heat classification interval, it calls the preset harvesting strategy corresponding to that waste heat classification interval to continuously harvest the vehicle's waste heat within the temperature range of that waste heat classification interval. In response to the load heat demand in the target vehicle, it calls the vehicle waste heat from multiple waste heat classification intervals for coordinated energy supply to effectively cover the aforementioned load heat demand.

[0045] Compared with related technologies, this application adaptively classifies and selectively collects waste heat from vehicles at different temperatures based on external ambient temperature. This improves the efficiency of waste heat collection at different temperatures and ensures that waste heat of varying qualities can be differentiated and utilized, thereby increasing the utilization rate of vehicle waste heat. Based on the refined classification of vehicle waste heat, the coordinated energy supply between different waste heat classification intervals significantly improves the utilization rate of vehicle waste heat, effectively reducing the energy consumption of the air conditioning system and optimizing the overall vehicle energy consumption and range of the target vehicle.

[0046] Reference Figure 4As shown in one embodiment of this application, the ambient temperature range includes a first ambient temperature range, a second ambient temperature range, and a third ambient temperature range; determining the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature includes: S110. When the external ambient temperature corresponds to the first ambient temperature range, the waste heat classification range is divided by the first high temperature threshold and the first low temperature threshold.

[0047] S120. When the external ambient temperature corresponds to the second ambient temperature range, the waste heat classification range is divided by the second high temperature threshold and the second low temperature threshold; wherein, the lower limit of the second ambient temperature range is higher than the upper limit of the first ambient temperature range, the second high temperature threshold is higher than the first high temperature threshold, and the second low temperature threshold is higher than the first low temperature threshold.

[0048] S130. When the external ambient temperature corresponds to the third ambient temperature range, the waste heat classification range is divided by the third high temperature threshold and the third low temperature threshold; wherein, the lower limit of the third ambient temperature range is higher than the upper limit of the second ambient temperature range, the third high temperature threshold is higher than the second high temperature threshold, and the third low temperature threshold is higher than the second low temperature threshold.

[0049] Specifically, the external ambient temperature of the target vehicle is acquired and compared with a preset ambient temperature threshold. Based on the threshold comparison result, the corresponding ambient temperature range is determined. In some embodiments, the preset ambient temperature threshold may include a low ambient temperature threshold and a high ambient temperature threshold. When the external ambient temperature is lower than the low ambient temperature threshold, it corresponds to a first ambient temperature range indicating low temperature; when the external ambient temperature is between the high ambient temperature threshold and the low ambient temperature threshold, it corresponds to a second ambient temperature range indicating normal temperature; when the external ambient temperature exceeds the high ambient temperature threshold, it corresponds to a third ambient temperature range indicating high temperature. For example, the low ambient temperature threshold may be -10°C, and the high ambient temperature threshold may be 35°C. The temperature range of the first ambient temperature range may be less than -10°C, the temperature range of the second ambient temperature range may be between -10°C and 35°C, and the temperature range of the third ambient temperature range may be greater than 35°C.

[0050] After determining the ambient temperature range corresponding to the external ambient temperature, the residual heat is classified into different levels using the high-temperature and low-temperature thresholds corresponding to each ambient temperature range, resulting in multiple residual heat classification ranges under the current external ambient temperature. It can be understood that when the vehicle's residual heat temperature is below the low-temperature threshold, it corresponds to the first residual heat classification range representing low temperature; when the vehicle's residual heat temperature is between the low-temperature and high-temperature thresholds, it corresponds to the second residual heat classification range representing normal temperature; and when the vehicle's residual heat temperature exceeds the high-temperature threshold, it corresponds to the third residual heat classification range representing high temperature.

[0051] When the external ambient temperature corresponds to a first ambient temperature range, the high-temperature threshold for waste heat can be a first high-temperature threshold, and the low-temperature threshold for waste heat can be a first low-temperature threshold. For example, the first high-temperature threshold can be 55°C, and the first low-temperature threshold can be 38°C. In this case, the waste heat grading range can be divided into a first waste heat grading range. Second waste heat classification interval The third waste heat classification interval .

[0052] When the external ambient temperature corresponds to the second ambient temperature range, the waste heat high-temperature threshold can be the second high-temperature threshold, and the waste heat low-temperature threshold can be the second low-temperature threshold. The second high-temperature threshold is higher than the first high-temperature threshold, and the second low-temperature threshold is higher than the first low-temperature threshold. For example, the second high-temperature threshold can be 65°C, and the second low-temperature threshold can be 45°C. In this case, the waste heat grading range can be divided into the first waste heat grading range. Second waste heat classification interval The third waste heat classification interval .

[0053] When the external ambient temperature corresponds to the third ambient temperature range, the waste heat high-temperature threshold can be the third high-temperature threshold, and the waste heat low-temperature threshold can be the third low-temperature threshold. The third high-temperature threshold is higher than the second high-temperature threshold, and the third low-temperature threshold is higher than the second low-temperature threshold. For example, the third high-temperature threshold can be 75°C, and the third low-temperature threshold can be 55°C. In this case, the waste heat grading range can be divided into the first waste heat grading range. Second waste heat classification interval The third waste heat classification interval .

[0054] Reference Figure 5 As shown, in one embodiment of this application, the vehicle waste heat is continuously collected by invoking a preset collection strategy corresponding to any waste heat classification interval, including: S210. Determine the initial fin spacing interval corresponding to any waste heat classification interval.

[0055] S220. When the ambient temperature range corresponding to the external ambient temperature falls within the preset correction range, the initial fin spacing range is offset and corrected based on the preset correction spacing to obtain the adapted fin spacing range, which is used as the preset acquisition strategy.

[0056] Specifically, an initial fin spacing range can be set for different waste heat classification ranges. The initial fin spacing range can be determined based on the temperature characteristics of each waste heat classification range. The higher the temperature range corresponding to the waste heat classification range, the larger the initial fin spacing.

[0057] In some embodiments, the initial fin spacing range corresponding to the first waste heat classification interval can be 8mm to 10mm. Using a large-spacing flow channel can significantly reduce the flow resistance of the heat medium and avoid problems such as reduced flow velocity and localized heat accumulation caused by narrow flow channels. At the same time, the large spacing can continuously disrupt the thermal boundary layer on the surface of the heat medium, ensuring rapid heat dissipation and preventing heat transfer attenuation caused by heat retention, effectively meeting the needs of rapid collection of high-energy-density waste heat.

[0058] The initial fin spacing range corresponding to the second waste heat classification zone can be 5mm to 7mm. The medium spacing balances the flow resistance and the effective heat exchange area. It will not lose the heat exchange area due to excessive spacing, nor will it hinder the flow of the heat medium due to insufficient spacing, thus ensuring the continuous and stable operation of the heat exchange system under normal temperature conditions.

[0059] The initial fin spacing range corresponding to the third waste heat classification zone can be 2mm to 4mm. Reducing the fin spacing can significantly increase the effective heat transfer area per unit volume, compensating for the insufficient thermal potential of low-temperature waste heat. At the same time, the narrow flow channel will enhance the turbulence of the heat medium and thin the thermal boundary layer, so that the low-grade waste heat that is originally very easy to lose can be fully captured, solving the problem of low efficiency in low-temperature waste heat collection in traditional structures.

[0060] Furthermore, based on the ambient temperature range corresponding to the external ambient temperature, a correction judgment is made. If the ambient temperature range corresponding to the external ambient temperature falls within the preset correction range, it indicates that the external ambient temperature will affect the internal energy supply of the target vehicle, and the initial fin spacing range needs to be corrected. At this time, the initial fin spacing range can be offset and corrected based on the preset correction spacing to obtain an adapted fin spacing range as a preset acquisition strategy, thereby actively adapting to external environmental conditions and improving the vehicle's waste heat acquisition efficiency.

[0061] In some embodiments, the preset correction range may include a first ambient temperature range and a third ambient temperature range. The preset correction spacing of the first ambient temperature range may be 0.5 mm to 1 mm, that is, the overall spacing is increased by 0.5 mm to 1 mm based on the initial fin spacing range, to accommodate the reduced flowability of the heat exchange medium at low temperatures. The preset correction spacing of the third ambient temperature range may be -0.5 mm to -1 mm, that is, the overall spacing is reduced by 0.5 mm to 1 mm based on the initial fin spacing range, to enhance the capture capability of low-grade waste heat under high-temperature conditions.

[0062] Understandably, after obtaining the preset collection strategy, the parameters of the zoned waste heat collection component are adjusted according to the preset collection strategy, enabling it to continuously collect vehicle waste heat based on the adapted fin spacing range. During the parameter adjustment process, a stepper motor can be used to continuously and smoothly adjust the zoned waste heat collection component, so that the fin spacing of the zoned waste heat collection component is gradually adjusted to the adapted fin spacing range, avoiding heat transfer shocks and flow fluctuations caused by step adjustments. For example, the step size for adjusting the fin spacing can be 0.1 mm.

[0063] Reference Figure 6 As shown in one embodiment of this application, the method further includes: S230. Obtain the waste heat exchange efficiency of the target vehicle.

[0064] S240. When the waste heat exchange efficiency is lower than the preset efficiency threshold, the fin spacing is optimized within the appropriate fin spacing range to obtain the efficiency-optimized fin spacing, so as to collect the vehicle waste heat through the efficiency-optimized fin spacing.

[0065] Specifically, the zoned waste heat harvesting component may include heat exchange units located at different positions within the target vehicle. Temperature calibration sensors in the sensing layer collect the inlet and outlet temperatures of each heat exchange unit, and flow calibration sensors in the sensing layer collect the flow rate data of each heat exchange unit. This data is then fed back to the vehicle's ECU, which calculates the heat exchange efficiency based on this data to obtain the waste heat harvesting efficiency of each heat exchange unit.

[0066] Furthermore, for any heat exchange unit, the waste heat exchange efficiency of that heat exchange unit is compared with a preset efficiency threshold. If the waste heat exchange efficiency exceeds the preset efficiency threshold, it indicates that the heat exchange efficiency of that heat exchange unit is high and does not require optimization. If the waste heat exchange efficiency is lower than the preset efficiency threshold, it indicates that the heat exchange efficiency of that heat exchange unit is low and cannot meet the requirements, and heat exchange efficiency optimization is needed for that heat exchange unit.

[0067] At this point, starting from the current fin spacing of any heat exchange unit, a bidirectional ramp-up optimization is performed within the suitable fin spacing range until it converges to the fin spacing that maximizes the waste heat transfer efficiency, which is then taken as the efficiency-optimized fin spacing. Based on the efficiency-optimized fin spacing, the parameters of any heat exchange unit are adjusted, thereby improving the waste heat transfer efficiency of that heat exchange unit. For example, the step size of the bidirectional ramp-up optimization can be 0.1 mm.

[0068] In some embodiments, if the waste heat transfer efficiency of any heat exchange unit is still lower than a preset efficiency threshold after adjusting to the efficiency-optimized fin spacing, the adapted fin spacing range can be replaced with the initial fin spacing range, and bidirectional ramp-up optimization can be performed again within the initial fin spacing range to obtain the efficiency-optimized fin spacing within the initial fin spacing range. In other embodiments, if the waste heat transfer efficiency of any heat exchange unit is still lower than a preset efficiency threshold after adjusting to the efficiency-optimized fin spacing within the initial fin spacing range, the speed of the heat exchange medium circulation pump of any heat exchange unit can be increased to help enhance the waste heat transfer efficiency of any heat exchange unit.

[0069] Understandably, if the waste heat exchange efficiency of any heat exchange unit is still lower than the preset efficiency threshold after increasing the speed of the heat exchange medium circulation pump, the heat exchange unit will be marked as an abnormal unit, and the fault data will be reported to the vehicle monitoring system of the target vehicle after being recorded.

[0070] Reference Figure 7 As shown, in one embodiment of this application, to address the load heat demand of a target vehicle, waste heat from multiple waste heat classification zones is mobilized to provide coordinated energy supply to the target vehicle, including: S310. Distribute waste heat in stages to multiple heat-demanding loads in the target vehicle according to the energy supply priority, so as to determine the energy supply gap value of each waste heat classification interval.

[0071] S320. The waste heat classification interval with a power supply gap value is taken as the waste heat gap interval. For any waste heat gap interval, the waste heat of vehicles in the adjacent waste heat classification intervals of any waste heat gap interval is used to provide coordinated power to the target vehicle in order to meet the power supply gap value of any waste heat gap interval.

[0072] Specifically, energy supply priority can be determined based on the ambient temperature, the target vehicle's load conditions, and the urgency of each heat load's demand. It is understandable that the energy supply priority order of each heat load can differ depending on the ambient temperature range or the target vehicle's load conditions. The higher the heat demand of any heat load, the greater its impact on the target vehicle's safety and driving experience; therefore, the higher the energy supply priority of that heat load.

[0073] For example, when the external ambient temperature corresponds to the first ambient temperature range and the load condition is heating, the energy supply priority order can be passenger cabin heating, battery pack preheating, charging system insulation, and braking system antifreeze. Specifically, the waste heat allocation weight coefficient for passenger cabin heating is 100%, indicating that the passenger cabin heating demand is fully guaranteed. The waste heat allocation weight coefficient for battery pack preheating is 80%, indicating that when there is an energy supply gap in the corresponding waste heat classification range, the rated supply ratio for battery pack preheating is capped at 80%. The waste heat allocation weight coefficient for charging system insulation is 60%, indicating that when there is an energy supply gap in the corresponding waste heat classification range, the rated supply ratio for charging system insulation is capped at 60%. The waste heat allocation weight coefficient for braking system antifreeze is 40%, indicating that when there is an energy supply gap in the corresponding waste heat classification range, the rated supply ratio for braking system antifreeze is capped at 40%.

[0074] When the external ambient temperature corresponds to the second ambient temperature range and the load condition is a transitional condition, the power supply priority order can be: battery pack temperature maintenance, air conditioning dehumidification assistance, and energy storage buffer. Specifically, the waste heat allocation weight coefficient for battery pack temperature maintenance is 100%, meaning that the need to maintain the battery pack temperature is fully guaranteed. The waste heat allocation weight coefficient for air conditioning dehumidification assistance is 80%, meaning that when there is a power supply gap in the corresponding waste heat classification range, the rated supply ratio for air conditioning dehumidification assistance is capped at 80%. The waste heat allocation weight coefficient for energy storage buffer is 60%, meaning that when there is a power supply gap in the corresponding waste heat classification range, the rated supply ratio for energy storage buffer is capped at 60%.

[0075] When the external ambient temperature corresponds to the third ambient temperature range and the load condition is cooling, the power supply priority order can be battery pack cooling, auxiliary air conditioning cooling, and braking system heat dissipation. Specifically, the waste heat allocation weight coefficient for battery pack cooling is 100%, meaning that the battery pack cooling demand is fully guaranteed. The waste heat allocation weight coefficient for auxiliary air conditioning cooling is 80%, meaning that when there is a power supply gap in the corresponding waste heat classification range, the rated supply ratio for auxiliary air conditioning cooling demand is capped at 80%. The waste heat allocation weight coefficient for braking system heat dissipation is 60%, meaning that when there is a power supply gap in the corresponding waste heat classification range, the rated supply ratio for braking system heat dissipation demand is capped at 60%.

[0076] Starting with the higher-grade waste heat classification zone, waste heat is allocated to multiple heat-demanding loads within the target vehicle based on energy supply priority. This ensures that higher-priority heat-demanding loads receive higher-grade vehicle waste heat, guaranteeing the quality of waste heat supply. After waste heat allocation, the allocated waste heat for each heat-demanding load is compared with its load heat demand to determine the energy supply difference for each load. Based on the correspondence between the load heat demand and the waste heat classification zone, the energy supply difference corresponding to the same waste heat classification zone is statistically calculated as the energy supply gap value for that waste heat classification zone.

[0077] Furthermore, for waste heat classification intervals with energy supply gaps, the interval is designated as a waste heat gap interval if the interval's waste heat output and load heat demand meet a preset waste heat gap condition. For example, the interval's waste heat output can be calculated based on parameters such as the branch heat medium flow rate, the inlet and outlet temperature difference of the heat exchange unit, and the constant pressure specific heat capacity of the heat exchange medium within the waste heat classification interval. The preset waste heat gap condition can be that the interval's waste heat output is less than the load heat demand, and the ratio between the two is less than a preset waste heat gap threshold, which can be 80%. For any waste heat gap interval, the vehicle waste heat from adjacent waste heat classification intervals is used to collaboratively supply energy to the corresponding heat demand load, thereby satisfying the energy supply gap value of that interval and supplementing the energy supply difference of the aforementioned heat demand load.

[0078] In some embodiments, the flow rate ratio of vehicle waste heat in different waste heat classification zones during coordinated energy supply can be calculated using a fuzzy PID algorithm. The opening degree of the solenoid valves corresponding to different chambers in the energy storage layer is adjusted according to the flow rate ratio to ensure the stability of vehicle waste heat energy supply and the temperature stability of the heat load. (Refer to...) Figure 8 As shown in the diagram, solid lines represent the energy supply and heat exchange relationship, while dashed lines represent the control relationship. When the waste heat classification interval includes a first, second, and third waste heat classification interval, taking the second waste heat classification interval as an example, the vehicle waste heat in the high-temperature and medium-temperature chambers is transferred to the heat pump condenser via solenoid valves SV4 and SV6. The vehicle waste heat in the medium-temperature chamber is also transferred to the intermediate heat exchanger via solenoid valve SV5, and then to the heat pump condenser, allowing the heat transfer medium in the heat pump condenser to exchange heat with the vehicle waste heat in the high-temperature and medium-temperature chambers. Solenoid valves SV4, SV5, and SV6 are all controlled by the vehicle ECU, and their opening degree is related to the flow rate ratio of different waste heat classification intervals. This can be calculated using a fuzzy PID algorithm and adjusted in real time during the energy supply process.

[0079] For example, under the condition that the external ambient temperature corresponds to the first ambient temperature range and the load condition is heating, the target heating flow rate for the passenger compartment is 1.0 L / min. The high-temperature waste heat branch of the high-temperature chamber can currently stably supply the vehicle's waste heat at a maximum flow rate of 0.7 L / min. The energy supply gap corresponds to the need for an additional 0.3 L / min flow rate in the medium-temperature waste heat branch of the medium-temperature chamber. When the high-temperature waste heat branch fully supplies the passenger compartment's heating demand, the rated maximum flow rate of the solenoid valve in the medium-temperature waste heat branch is 1.0 L / min. Calculations show that the initial theoretical opening degree of this solenoid valve is 30%. The solenoid valve is initially opened to 30%, and the actual flow rate of the medium-temperature waste heat branch is 0.28 L / min, as reported by the flow sensor in the medium-temperature chamber. This data is fed back to the vehicle ECU, and a fuzzy PID algorithm is used to calculate and fine-tune the opening degree of the solenoid valve to 32%, stabilizing the flow rate of the medium-temperature waste heat branch at 0.3 L / min. If the passenger cabin temperature deviates from the target value, the opening degree of the solenoid valves in the high-temperature waste heat branch and the medium-temperature waste heat branch can be finely adjusted to dynamically maintain a stable heating temperature.

[0080] Reference Figure 9 As shown, as one embodiment of this application, the method of using the waste heat from vehicles in adjacent waste heat grading intervals within any waste heat gap interval to provide coordinated energy to a target vehicle includes: S322. Compare the current residual heat of each of the adjacent residual heat classification intervals. If the difference in residual heat between adjacent residual heat classification intervals exceeds a preset difference threshold, the adjacent residual heat classification interval with the higher current residual heat is taken as the collaborative energy supply interval.

[0081] S324. If the difference in residual waste heat between adjacent waste heat classification intervals does not exceed a preset difference threshold, the adjacent waste heat classification interval with higher waste heat grade shall be regarded as the collaborative energy supply interval.

[0082] S326. Utilize the waste heat from vehicles in the coordinated energy supply zone to supplement the energy supply gap.

[0083] Specifically, for any waste heat gap interval, the number of adjacent waste heat grading intervals used for coordinated energy supply can be one. If there are two adjacent waste heat grading intervals in any waste heat gap interval, a suitable waste heat grading interval can be selected based on the current waste heat surplus and waste heat grade of each of the adjacent waste heat grading intervals.

[0084] Obtain the current residual heat capacity of each adjacent residual heat classification interval. The current residual heat capacity can be the difference between the sum of the residual heat production and residual heat storage capacity of the adjacent residual heat classification interval and the load heat demand, representing the total amount of vehicle residual heat remaining in the adjacent residual heat classification interval after meeting the load heat demand. Compare the current residual heat capacity of each of the adjacent residual heat classification intervals and calculate the difference between them to obtain the residual heat capacity difference between adjacent residual heat classification intervals.

[0085] If the difference in residual heat between adjacent residual heat classification intervals exceeds a preset difference threshold, it indicates that there is a significant difference in residual heat between adjacent residual heat classification intervals. In this case, the adjacent residual heat classification interval with the higher current residual heat can be used as a collaborative energy supply interval to provide collaborative energy supply with any of the residual heat gap intervals.

[0086] If the difference in residual heat capacity between adjacent waste heat classification intervals does not exceed a preset difference threshold, it indicates that there is no significant difference in residual heat capacity between adjacent waste heat classification intervals, and their current residual heat capacity is similar. In this case, the adjacent waste heat classification interval with the higher residual heat grade can be designated as a collaborative energy supply interval to provide collaborative energy supply with any waste heat gap interval. It can be understood that if any waste heat gap interval is the second waste heat classification interval, and the current residual heat capacity of the first and third waste heat classification intervals is similar, the third waste heat classification interval can be designated as a collaborative energy supply interval.

[0087] Reference Figure 10 As shown, in one embodiment of this application, the load thermal demand is obtained in the following manner: S302. Obtain the real-time driving parameters of the target vehicle, determine the operating condition of the target vehicle based on the real-time driving parameters, and obtain the current driving condition of the target vehicle.

[0088] S304. Within the feedforward prediction time window corresponding to the current driving condition, perform heat demand prediction for multiple heat loads of the target vehicle to obtain the load heat demand of each heat load.

[0089] Specifically, the real-time driving parameters of the target vehicle are acquired through the perception layer, including but not limited to multi-dimensional parameters such as vehicle speed, navigation road conditions, driving habits, battery aging cycles, air conditioning settings, remaining battery charge, and ambient temperature and humidity. Based on preset operating conditions and real-time driving parameters, the operating condition of the target vehicle is determined to obtain the current driving condition of the target vehicle, and the length of the feedforward prediction time window is determined according to the current driving condition.

[0090] For example, the current driving conditions may include urban congestion conditions, highway stability conditions, and mountain road undulation conditions. The preset conditions for urban congestion conditions can be a vehicle speed not exceeding 30 km / h and a braking frequency exceeding 5 times / 10 minutes; the preset conditions for highway stability conditions can be a vehicle speed exceeding 80 km / h and a braking frequency not exceeding 2 times / 10 minutes; and the preset conditions for mountain road undulation conditions can be a continuous slope with a gradient exceeding ±3% and a length exceeding 2 km, with a vehicle speed fluctuation exceeding 20 km / h. The feedforward prediction time window length is 3 to 5 minutes for urban congestion conditions, 8 to 12 minutes for highway stability conditions, and 4 to 6 minutes for mountain road undulation conditions.

[0091] Furthermore, within the feedforward prediction time window corresponding to the current driving condition, the heat demand of multiple heat loads of the target vehicle is predicted based on real-time driving parameters, obtaining the individual load heat demand for each heat load. The load heat demand corresponding to the same waste heat classification interval is then statistically analyzed to obtain the load heat demand for that specific waste heat classification interval. It is understandable that the waste heat production within each waste heat classification interval can also be calculated within the feedforward prediction time window, and waste heat can be allocated step-by-step and the energy supply gap value calculated based on the load heat demand and the waste heat production within each interval.

[0092] Accordingly, please refer to Figure 11 This application provides a waste heat harvesting and energy supply device, which includes: The waste heat classification module 1110 is used to obtain the external ambient temperature of the target vehicle and determine the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature.

[0093] The waste heat acquisition module 1120 is used to continuously collect vehicle waste heat for any waste heat classification interval of the target vehicle by calling the preset acquisition strategy corresponding to any waste heat classification interval.

[0094] The waste heat supply module 1130 is used to coordinate the supply of waste heat from multiple waste heat grade ranges to the target vehicle to meet its load heat demand.

[0095] In some alternative implementations, the waste heat classification module 1110 includes: The first interval division unit is used to divide the waste heat classification interval by a first high temperature threshold and a first low temperature threshold when the external ambient temperature corresponds to a first ambient temperature interval.

[0096] The second interval division unit is used to divide the waste heat classification interval by a second high temperature threshold and a second low temperature threshold when the external ambient temperature corresponds to the second ambient temperature interval; wherein, the lower limit of the second ambient temperature interval is higher than the upper limit of the first ambient temperature interval, the second high temperature threshold is higher than the first high temperature threshold, and the second low temperature threshold is higher than the first low temperature threshold.

[0097] The third interval division unit is used to divide the waste heat classification interval by a third high temperature threshold and a third low temperature threshold when the external ambient temperature corresponds to the third ambient temperature interval; wherein, the lower limit of the third ambient temperature interval is higher than the upper limit of the second ambient temperature interval, the third high temperature threshold is higher than the second high temperature threshold, and the third low temperature threshold is higher than the second low temperature threshold.

[0098] In some alternative implementations, the waste heat harvesting module 1120 includes: The initial spacing determination unit is used to determine the initial fin spacing interval corresponding to any waste heat classification interval.

[0099] The fin spacing adaptation unit is used to offset and correct the initial fin spacing range based on the preset correction spacing when the ambient temperature range corresponding to the external ambient temperature falls within the preset correction range, thereby obtaining the adapted fin spacing range as the preset acquisition strategy.

[0100] In some alternative implementations, the waste heat harvesting module 1120 further includes: The heat exchange efficiency acquisition unit is used to acquire the waste heat exchange efficiency of the target vehicle.

[0101] The fin spacing optimization unit is used to optimize the fin spacing within the appropriate fin spacing range when the waste heat exchange efficiency is lower than the preset efficiency threshold, so as to obtain the efficiency-optimized fin spacing and collect vehicle waste heat through the efficiency-optimized fin spacing.

[0102] In some alternative implementations, the waste heat energy supply module 1130 includes: The energy supply gap determination unit is used to allocate waste heat to multiple heat-demanding loads in the target vehicle in a step-by-step manner according to the energy supply priority, so as to determine the energy supply gap value of each waste heat classification interval.

[0103] The adjacent coordinated energy supply unit is used to take the waste heat classification interval with energy supply gap value as the waste heat gap interval. For any waste heat gap interval, the waste heat of the vehicles in the adjacent waste heat classification interval of any waste heat gap interval is used to coordinate energy supply to the target vehicle to meet the energy supply gap value of any waste heat gap interval.

[0104] In some alternative implementations, adjacent collaborative power supply units include: The waste heat balance comparison sub-unit is used to compare the current waste heat balance of each of the adjacent waste heat classification intervals. If the difference in waste heat balance between adjacent waste heat classification intervals exceeds a preset difference threshold, the adjacent waste heat classification interval with the higher current waste heat balance will be used as the collaborative energy supply interval.

[0105] The waste heat quality comparison sub-unit is used to select the adjacent waste heat grade interval with higher waste heat quality as the collaborative energy supply interval, provided that the difference in waste heat surplus between adjacent waste heat grade intervals does not exceed a preset difference threshold.

[0106] The collaborative supplementary energy supply subunit is used to supplement the energy supply gap by utilizing the waste heat of vehicles in the collaborative energy supply range.

[0107] In some alternative implementations, the waste heat energy supply module 1130 further includes a load demand prediction unit, comprising: The driving condition determination subunit is used to acquire the real-time driving parameters of the target vehicle, determine the driving condition of the target vehicle based on the real-time driving parameters, and obtain the current driving condition of the target vehicle.

[0108] The feedforward demand prediction subunit is used to predict the heat demand of multiple heat loads of the target vehicle within the feedforward prediction time window corresponding to the current driving condition, and obtain the load heat demand of each heat load.

[0109] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0110] In this embodiment, the waste heat harvesting and energy supply device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0111] Please see Figure 12 , Figure 12 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, such as... Figure 12As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 12 Take a processor 10 as an example.

[0112] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0113] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0114] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0115] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0116] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0117] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0118] This application provides a computer program product including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the method of any embodiment of this application.

[0119] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

[0120] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0121] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the software or hardware, such as the electronic device, application, server, or storage medium performing the operations of this disclosed technical solution, based on the prompt message.

[0122] As an optional but non-limiting implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0123] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0124] It is understood that the data involved in this technical solution (including but not limited to the data itself, the acquisition or use of the data) shall comply with the requirements of relevant laws, regulations and related provisions.

[0125] It is understood that in the specific implementation of this application, data such as user information, location information, and navigation data are involved. When the above embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0126] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0127] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0128] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0129] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0130] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0131] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0132] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0133] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0134] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0135] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for waste heat harvesting and energy supply, characterized in that, The method includes: The external ambient temperature of the target vehicle is obtained, and the waste heat classification range of the target vehicle is determined according to the ambient temperature range corresponding to the external ambient temperature. For any waste heat classification interval in the target vehicle, the preset collection strategy corresponding to any waste heat classification interval is invoked to continuously collect the vehicle waste heat. To meet the load heat demand of the target vehicle, waste heat from multiple waste heat classification zones is used to provide coordinated energy supply to the target vehicle.

2. The method according to claim 1, characterized in that, The ambient temperature range includes a first ambient temperature range, a second ambient temperature range, and a third ambient temperature range; determining the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature includes: When the external ambient temperature corresponds to the first ambient temperature range, the waste heat classification range is divided by a first high temperature threshold and a first low temperature threshold. When the external ambient temperature corresponds to the second ambient temperature range, the waste heat classification range is divided by a second high temperature threshold and a second low temperature threshold; wherein, the lower limit of the second ambient temperature range is higher than the upper limit of the first ambient temperature range, the second high temperature threshold is higher than the first high temperature threshold, and the second low temperature threshold is higher than the first low temperature threshold. When the external ambient temperature corresponds to the third ambient temperature range, the waste heat classification range is divided by a third high temperature threshold and a third low temperature threshold; wherein, the lower limit of the third ambient temperature range is higher than the upper limit of the second ambient temperature range, the third high temperature threshold is higher than the second high temperature threshold, and the third low temperature threshold is higher than the second low temperature threshold.

3. The method according to claim 1, characterized in that, The step of continuously collecting vehicle waste heat by invoking a preset collection strategy corresponding to any of the waste heat classification intervals includes: Determine the initial fin spacing range corresponding to any of the waste heat classification intervals; If the ambient temperature range corresponding to the external ambient temperature falls within a preset correction range, the initial fin spacing range is offset and corrected based on the preset correction interval to obtain an adapted fin spacing range, which serves as the preset acquisition strategy.

4. The method according to claim 3, characterized in that, The method further includes: Obtain the waste heat exchange efficiency of the target vehicle; If the waste heat exchange efficiency is lower than a preset efficiency threshold, the fin spacing is optimized within the appropriate fin spacing range to obtain an efficiency-optimized fin spacing, so as to collect the vehicle waste heat through the efficiency-optimized fin spacing.

5. The method according to claim 1, characterized in that, The method of utilizing waste heat from multiple waste heat grading zones to collaboratively supply energy to the target vehicle, based on its load heat demand, includes: According to the energy supply priority, the waste heat of multiple heat-demanding loads in the target vehicle is distributed in stages to determine the energy supply gap value of each waste heat classification interval. The waste heat classification interval with a power supply gap value is defined as the waste heat gap interval. For any waste heat gap interval, the waste heat of vehicles in the adjacent waste heat classification intervals of any waste heat gap interval is used to provide coordinated power to the target vehicle in order to meet the power supply gap value of any waste heat gap interval.

6. The method according to claim 5, characterized in that, The method of using the waste heat from adjacent waste heat grading intervals within any waste heat gap interval to provide coordinated power to the target vehicle includes: Compare the current residual heat of each of the adjacent residual heat classification intervals. If the difference in residual heat between the adjacent residual heat classification intervals exceeds a preset difference threshold, the adjacent residual heat classification interval with the higher current residual heat is taken as the collaborative energy supply interval. If the difference in residual waste heat between adjacent waste heat classification intervals does not exceed a preset difference threshold, the adjacent waste heat classification interval with higher waste heat grade will be regarded as the collaborative energy supply interval. The waste heat from vehicles in the coordinated energy supply zone is used to supplement the energy supply gap.

7. The method according to claim 1, characterized in that, The load heat requirement is obtained through the following methods: The real-time driving parameters of the target vehicle are obtained, and the operating condition of the target vehicle is determined based on the real-time driving parameters to obtain the current driving condition of the target vehicle. Within the feedforward prediction time window corresponding to the current driving condition, the heat demand of multiple heat-requiring loads of the target vehicle is predicted to obtain the load heat demand of each of the multiple heat-requiring loads.

8. A waste heat harvesting and energy supply device, characterized in that, The device includes: The waste heat classification module is used to acquire the external ambient temperature of the target vehicle and determine the waste heat classification range of the target vehicle based on the ambient temperature range corresponding to the external ambient temperature. The waste heat acquisition module is used to continuously acquire the vehicle waste heat of any waste heat classification interval in the target vehicle by calling the preset acquisition strategy corresponding to the waste heat classification interval. The waste heat supply module is used to coordinate the supply of waste heat from multiple waste heat classification zones to the target vehicle to meet its load heat demand.

9. An air conditioning system, characterized in that, Control is achieved by the method described in any one of claims 1 to 7.

10. A vehicle, characterized in that, It includes the air conditioning system as described in claim 9.

Images