DE102013206651B4 - System and method for heating a battery in a hybrid vehicle using exhaust gas - Google Patents

Abstract

A system (100) for heating a battery (146) in a hybrid vehicle (10) using exhaust gas, comprising:an exhaust pipe (112) through which exhaust gas flows;an exhaust gas heat recovery (EGWR) system in communication with the exhaust pipe (112). ) Apparatus (110) having a diverter switch (114) that transfers exhaust gas from the exhaust line (112) to an exhaust gas outlet line (117) either directly or via an AGWR heat exchanger (120) that is used to transfer thermal energy to a heat transfer fluid a temperature sensor (202) for sensing a temperature of the battery (146); a controller (200) for determining that the temperature of the battery (146) is below a predetermined temperature; and a heat exchanger (140) in thermal communication with a battery deck (144) of the battery (146) for transferring thermal energy from the heat transfer fluid to the battery deck (144) to increase the temperature of the battery (146),wherein the controller (200) if the temperature of the battery (146) is below the predetermined temperature, switches the diverter switch (114) so that the exhaust gas flows to the AGWR heat exchanger (120) for transferring thermal energy to a heat transfer fluid.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority from U.S. Provisional Patent Application No. 61/625,963 ( US 2013/0 280 561 A1 ) filed April 18, 2012, the disclosure of which is incorporated herein by reference.

TECHNICAL AREA

The invention relates to a system and method for heating a battery in a hybrid vehicle using exhaust gas.

BACKGROUND

In hybrid vehicle systems, an internal combustion engine may be combined with one or more batteries (and electric motor-generators) to form hybrid powertrains. In some configurations, the engine can drive the front wheels while the batteries can drive the rear wheels via a motor. Current batteries, such as lithium ion batteries, can have reduced performance when the ambient air temperature or battery cell temperature is below a certain cold temperature, such as below minus 8 degrees Celsius. The reduced performance results in reduced hybrid functionality, such as regeneration operations and start/stop functionality. The reduced battery performance may result in reduced all-wheel drive functionality when the rear wheels are powered by a hybrid battery, such as a lithium ion battery. To improve battery performance, some hybrid systems have plug-in resistive-type heaters that heat the batteries when the hybrid battery system is plugged in to charge the batteries. However, plug-in chargers are not available in many places such as airports or other commercial and private parking lots. Additionally, plug-in capability may not be offered on all hybrid models or coupled with a battery heater. In other systems, users can leave the vehicle idling to increase component temperatures, but with lithium ion batteries, the batteries generally do not warm up while the engine is running.

The WO 2012/131 256 A1 discloses an electric vehicle system that provides both thermal and electrical energy to respectively cool and heat three devices (battery, passenger compartment and heat-generating engine). Here, a range extender, a device with the Seebeck effect and two heaters are provided. The Seebeck device has a hot source and a cold source and generates electrical power. The hot spring of the Seebeck device consists of a heat exchanger that receives hot combustion gases from the range extender. The cold source consists of a heat exchanger that receives cold fluid and communicates with the three devices for cooling it. The two heaters offer the possibility of heating the three devices. The system further includes a switching device that can switch the fluid from the cold source of the Seebeck device to one or more of the cooling/heating devices, and a device for controlling the switching device, which can be operated by the driver of the vehicle or by the autopilot can be activated.

The DE 10 2008 045 407 A1 describes a temperature control device for a hybrid vehicle having an internal combustion engine. In this case, the temperature control device has an air conditioning unit for generating temperature-controlled air for the interior of a vehicle, an electric heating unit and a heat exchanger. The heat exchanger extracts heat from an exhaust gas of the internal combustion engine. In this case, it is possible to heat the air-conditioning unit with heat from the electric heating unit in addition to the heat obtained via the heat exchanger.

The object of the invention is to provide a system and method for heating a battery in a hybrid vehicle that can be switched on depending on the temperature of the battery during operation in order to efficiently avoid reduced battery performance due to cold temperatures.

SUMMARY

The object is solved by the subject matter of claims 1, 3 and 9. Advantageous developments of the invention are described in the dependent claims.

In one embodiment, a system for heating a battery in a hybrid vehicle using exhaust gas may be provided. The system includes an exhaust heat recovery (EGWR) device for directing exhaust gas to an AGWR heat exchanger for transferring thermal energy to a heat transfer fluid. The system also includes a temperature sensor for sensing a temperature of the battery and a controller for determining that the temperature of the battery is below a predetermined temperature. The system includes and a heat exchanger in thermal communication with a battery deck for transferring thermal energy from the heat transfer fluid to the battery deck when the controller indicates the temperature of the battery is below the predetermined temperature, wherein the temperature of the battery is increasing.

In another embodiment, a system for heating and charging a battery in a hybrid vehicle using exhaust gas may be provided. The system includes an exhaust heat recovery (EGWR) device having an AGWR heat exchanger for transferring thermal energy to a heat transfer fluid. The system also includes a temperature sensor for sensing a temperature of the battery, a state of charge indicator for indicating the state of charge of the battery, and a controller for monitoring a signal from the temperature sensor and a signal from the state of charge indicator. The system further includes a first heat exchanger for thermal communication with a battery cover plate and a second heat exchanger for electrically charging the battery. The system further includes where the controller allows heat transfer fluid to flow to at least one of the first heat exchanger and the second heat exchanger based on the temperature and state of charge of the battery.

In another embodiment, a method of heating and charging a battery having a battery cover plate in a hybrid vehicle using exhaust gas having thermal energy and heat transfer fluid in a heat transfer circuit that includes a first heat exchanger, a second heat exchanger, and a thermoelectric device has, be provided. The method includes determining a temperature of the battery, determining a state of charge of the battery, and thermally communicating the exhaust gas having thermal energy with the heat transfer fluid. The method continues thermally connecting the first heat exchanger to the heat transfer fluid when the temperature of the battery is below a first predetermined temperature or a second predetermined temperature such that the first heat exchanger receives heat transfer fluid and is thermally connected to the battery cover plate such that the temperature of the battery increases, and continues thermally connecting the second heat exchanger to the heat transfer fluid when the temperature of the battery is between the first predetermined temperature and the second predetermined temperature and a state of charge of the battery is below a predetermined state of charge such that the second heat exchanger receives heat transfer fluid and is thermally connected to the thermoelectric device, resulting in a current flow that charges the battery as a result, so that the state of charge of the battery increases.

The above features and advantages, as well as other features and advantages of the present invention are readily apparent from the following detailed description of some of the best modes and other embodiments for carrying out the invention as defined in the appended claims when taken in connection with the accompanying drawings.

character list

• 1A and 1B 12 are schematic representations of the underside of a hybrid vehicle with the system for using exhaust gas to heat and charge a battery;
• 2 12 is a schematic representation of the system for using exhaust gas to heat and charge a battery in the hybrid vehicle of FIG 1A and 1B ; and
• 3 FIG. 12 is a flow chart for the method of using exhaust gas to charge a battery for the hybrid vehicle of FIG 1A and 1B to heat and load.

DETAILED DESCRIPTION

Referring to the drawings, wherein like reference characters refer to like components throughout the several views, FIG 1A and 1B Schematic representations of the underside of a hybrid vehicle 10, such as a hybrid electric vehicle (HEV). 1A 12 shows hybrid vehicle 10, with system 100 of the present invention being shown in detail, while FIG 1B System components are shown, such as AGWR device 110 and heat transfer circuit 190, with some connections not shown to allow other components of hybrid vehicle 10 to be clearly seen. The hybrid vehicle 10 includes an internal combustion engine 12, such as a spark-ignition or compression-ignition type engine, configured to generate power and adapted to drive front wheels 14 through a transmission/driveline 18 to propel the hybrid vehicle 10 . The engine 12 includes many other conventional components that are not shown, but the existence of which is known and apparent to those skilled in the art. The battery 146, which is mounted to the rear of the hybrid vehicle 10 (along with an electric motor, not shown), drives rear wheels 16. FIG. Separate drive mechanisms allow It is understood that the hybrid vehicle 10 can be operated in an all wheel drive (AWD) mode, which is known to improve vehicle handling during wintry or other weather conditions typically associated with lower ambient air temperatures. During engine operation, the internal combustion engine 12 emits afterburning gases to the atmosphere via an exhaust system 38. The exhaust system 38 includes many other conventional components that are not shown, but the existence of which is known and will be apparent to those skilled in the art. The exhaust gas contains heat or thermal energy that is developed in the combustion process.

Referring to the 1A , 1B and 2 Generally, as an overview, the system 100 includes an AGWR heat exchanger 120 in the exhaust system 38, a first heat exchanger 140 for heating the battery 146, and a second heat exchanger 160 for providing heat to a thermoelectric device 170 for charging the battery 146. The system 100 also includes a fluid circulation arrangement of fluid supply lines 124, 128, 130, 132 and 152 and fluid return lines 131 and 180 between the first and second AGWR heat exchangers 120, 140 and 160. The heated fluid flowing in these lines is controlled by a first fluid flow control valve 126 for heating the battery 146 and a second fluid flow control valve 150 for charging the battery 146. To achieve the desired results, the first and second fluid flow control valves 126 and 150, respectively, are controlled to cooperate to regulate the amount or amounts of heated fluid in the fluid supply line 124 that is supplied to one or both of the first heat exchanger and the second heat exchanger 140 and 160 to be distributed may depend on the temperature of the battery 146 and/or the state of charge of the battery 146.

In particular, and as in 1A As indicated, the system 100 may be connected to the exhaust system 38 for heating and charging a battery. An exhaust heat recovery (EGWR) device 110 is connected to the exhaust system 38, for example near the battery 146, which uses the exhaust for heating and charging. Location of the AGWR device 110 anywhere along the exhaust system 38 is possible in accordance with the present invention. Locating closer to engine 12 may provide less heat loss in the system, while locating closer to battery 146 may improve system response time because shorter fluid supply and return lines (with less fluid mass) are required to reach battery 146. By locating the AGWR device 110 closer to the engine 12 than to the battery 146 , more heat may be retained in the exhaust and thus more heat may be provided to the battery 146 . The AGWR device 110 is a device that has been used to capture exhaust gas that has thermal energy and to capture it to heat engine coolant and transmission fluids in systems with an internal combustion engine. The AGWR device 110 includes an AGWR heat exchanger 120 . When the heat transfer fluid is in thermal communication or heat exchange communication with the AGWR heat exchanger 120, it flows and circulates through fluid lines, such as the fluid supply line 124 and the fluid return line 180 of the heat transfer circuit 190, as generally shown in FIG 1A and more detailed in 2 is shown. The term heat exchange communication refers to useful direct heat exchange between two or more fluids through a heat exchange device. Further referring to 2 For example, the fluid return line 180 of the heat transfer circuit 190 returns used heat transfer fluid to the AGWR device 110 for reuse or recirculation in the system 100 as needed. The pump 122 can provide the flow or circulation between the fluid supply line 124 and the fluid return line 180. A controller 200 may be mounted near the battery 146 or elsewhere in the hybrid vehicle 10 to receive signals on signal lines 203 and 205 from a battery temperature sensor 202 and a battery state of charge (SOC) indicator 204, respectively. Although signal lines 203 and 205 are shown wired from battery temperature sensor 202 and battery charge level indicator 204, respectively, to controller 200, they may be included in a serial data cable carrying other data from a battery controller, may be wireless channels for transmitting signals, or may use other known techniques to send signals to the controller 200. (Throughout this description, the term signal line can include any device for sending signals, as is known to those skilled in the art.) The controller 200 can then send signals, as on signal line 206, to the AGWR device 110 and, as on signal lines 207 and 208 , to the first and second fluid flow control valves 126 and 150, respectively, in the heat transfer circuit 190 to carry out the method of the present invention. Controller 200 may include one or more components (not shown separately) having a storage medium and an appropriate amount of programmable memory capable of executing one or more algorithms or methods to provide control of the devices as described cause, including the method 300 of 3 according to the present invention. the con troller 200 may be part of an existing controller as used in various vehicle applications.

A detailed schematic of the system 100 of the present invention is shown in FIG 2 shown. The exhaust gas flows into the AGWR device 110 through the exhaust line 112. A diverter valve or switch 114 directs the exhaust gas into the exhaust line 118 for use in the AGWR heat exchanger 120 or into the exhaust line 116. In either case, the exhaust gas eventually enters the Exhaust exit line 117 and exits hybrid vehicle 10 through vehicle exhaust system 38 (in Figs 1A and 1B shown). The diverter valve or switch 114 may be spring actuated, such as a bimetallic spring in a domestic patio thermometer; can be controlled by a wax motor; or may be any other suitable switch or valve for use in such an exhaust system, and may also be responsive to a signal over signal line 206 from controller 200, such as an electrically actuated valve similar to an engine throttle control valve.

Further referring to 2 When exhaust gas is directed through the AGWR heat exchanger 120 , the heat is transferred to the heat transfer fluid in the fluid supply line 124 of the heat transfer circuit 190 of the system 100 . The fluid supply line 124 is connected to the pump 122 for maintaining pressure and/or flow in the fluid lines of the heat transfer circuit 190 regardless of the condition of the engine 12 . (The pump 122 can be located at several different locations in the heat transfer circuit 190, but must be connected in the system to maintain the desired pressure and/or flow of the circulating fluid in the supply and return fluid lines.) Those skilled in the art will recognize that a system without a pump 122 can provide some heat transfer since the thermal system naturally moves to equilibrium and can be used as needed. A fluid reservoir 125 comprising an overflow bottle and/or a pressure cap may be included as is known in typical heat transfer systems. The fluid reservoir 125 may be pressurized or non-pressurized to achieve desired results. As is known in the art, the thermal system may include vent lines or air traps for venting in addition to the fluid reservoir 125 used for thermal expansion. These optional devices may be required depending on the heat transfer fluid used, which, by way of example only, may be a 50/50 glycol/water fluid, as well as other known fluids to achieve desired results.

Next, the heat transfer fluid flows into a first fluid flow control valve 126, which may be a standard fluid flow directing valve or diverter that may be electrically actuated, fluid actuated, or actuated in any suitable manner for movement between positions. For example, first fluid flow control valve 126 may be responsive to a signal over signal line 207 from controller 200 . Depending on indications from the controller 200, the heat transfer fluid may then flow to a second fluid flow control valve 150, which may also be a standard fluid flow directing valve or diverter that may be electrically actuated, fluid actuated, or actuated in any suitable manner for movement between positions. For example, the second fluid flow control valve 150 may be responsive to a signal over the signal line 208 from the controller 200 as well. The first fluid flow control valve 126 directs substantially all of the heat transfer fluid through the fluid line 128 into the first heat exchanger 140 when the controller 200 indicates through the signal line 207 that the temperature of the battery 146 (as indicated by a temperature sensor 202 mounted on the battery 146 , detected) is below a predetermined temperature T1 (such as minus 10 degrees Celsius, for example only). Alternatively, the first fluid flow control valve 126 may use other ways, as discussed above, to determine when to adjust a position. The temperature sensor 202 is only illustrative and can include multiple sensors of different types as needed. The first heat exchanger 140 may be a stacked liquid heat exchanger formed from stacked plates through which the fluids that transfer heat flow. In accordance with the present invention, fluid transfer can be fluid-to-fluid or fluid-to-air depending on the desired design criteria. Depending on the media used, the fluid lines 142 conduct heat recovered in the heat exchanger 140 to the battery cover plate 144, which is formed of a thermally conductive material, such as aluminum, etc., to distribute the heat throughout the battery 146, with the temperature of the Battery 146 (as sensed by temperature sensor 202) and thus battery performance can be increased to acceptable levels even though the ambient air temperature remains very cold. After passing through the heat exchanger 140, the heat transfer fluid returns through the fluid supply line 130 and, when the second fluid flow control valve 150 is in a first position, through the fluid return lines 131 and 180 back to AGWR heat exchanger 120.

If the temperature sensor 202 indicates that the temperature of the battery 146 is between two predetermined temperatures T1 and T2 (between minus 10 degrees Celsius and 15 degrees Celsius, for example only) and the battery 146 state of charge indicator 204 is less than a predetermined level SOC1 (such as is 80 percent, by way of example only), then in a second position, the first fluid flow control valve 126 opens an additional fluid supply line 132 and directs, with the second fluid flow control valve 150 in a second position, some of the heat transfer fluid to flow through the fluid supply line 152. As previously discussed , the second flow control valve 150 may be electrically actuated, fluid actuated, or actuated in any suitable manner for movement between positions. The heat transfer fluid in the fluid supply line 152 enters the heat exchanger 160 for transferring heat to the thermoelectric device 170 of the heat transfer circuit 190 . The thermoelectric device 170 may be composed of a skutterudite material, TAGs, PbTe, BiTe, or other materials that possess properties such that when heat is introduced, a current is formed that is conveyed through the electrical lead 172 to the battery 146 can be. As is known in the art, the thermoelectric device 170 can be a Peltier generator that uses a temperature difference between two plates to establish a voltage difference between the two plates. The resulting current flowing in the electrical line 172 can be used to charge the battery 146 . The state of charge indicator 204 sends a signal to the controller 200 that varies with the battery 146 state of charge.

If the temperature sensor 202 indicates that the battery temperature is above a predetermined temperature T2 (such as 15 degrees Celsius, for example only), the controller 200 then checks the state of charge indicator 204. If the state of charge of the battery 146 is below a SOC1 with a predetermined level (such as 80 percent) then adjust the first and second fluid flow control valves 126 and 150, respectively, positions with the first fluid flow control valve 126 in a third position such that substantially all of the heat transfer fluid in the fluid supply line 124 flows to the heat exchanger 160. The heat from heat exchanger 160 may then allow thermoelectric device 170 to charge battery 146 . When the state of charge (SOC) indicator 204 indicates that the battery 146 is charged to a predetermined level (such as 80 percent, by way of example only), then the diverter valve or switch 114 of the AGWR device 110 changes positions, essentially doing the all exhaust is diverted to an exhaust line 116 and not to the AGWR heat exchanger 120 . (Arrows are shown on the fluid lines described above to indicate general directions of flow when the fluid lines are in use; i.e., when the first and second fluid flow control valves 126, 150 are in position to allow heat transfer fluid to flow in the fluid lines.) As described above , the diverter valve or diverter switch 114 of the AGWR device 110 may be activated thermally-mechanically, via exhaust pressure or exhaust flow, or electrically, as appropriate.

A method 300 for heating and charging a battery using exhaust gas is in 3 shown. 3 FIG. 12 shows only a high-level diagram of the method 300, and it should be appreciated that the method of FIG 3 may be a portion or subroutine of another algorithm or method. An overview of the method of the present invention is provided first, and then a more detailed description of the method 300 follows 2 and 3 For example, the method 300 begins at step 302 by determining the temperature and/or state of charge of the battery 146. Next, at step 304, if the battery temperature and/or state of charge is below predetermined values, then the thermal energy of the exhaust is transferred to the heat transfer fluid . Otherwise, the exhaust continues to pass through the exhaust outlet line 117 of the exhaust system 38. Next, at steps 306 and 308, the fluid control valves 126 and 150 are operated to supply heat or thermal energy to either or both of the heat exchangers 140 and 160 depending on the temperature and/or or to send the state of charge of the battery 146. Once the temperature and/or state of charge of the battery 146 is above the predetermined levels, the exhaust gas continues to pass through the exhaust outlet line 117 of the exhaust system 38 and the method 300 ends.

Referring to the 2 and 3 a more detailed description of method 300 is provided. The method 300 begins at step 302 by determining a temperature of the battery 146 using the battery temperature sensor 202 and a state of charge of the battery 146 using the state of charge indicator 204. Next, at step 304, the method 300 thermally connects exhaust gas to the EGR heat exchanger 120 for transferring thermal energy of the exhaust gas to a heat transfer fluid in a heat transfer Circuit 190 occurs when either the temperature of the battery 146 is below the second predetermined temperature T2 or the state of charge of the battery 146 is below the predetermined level SOC1. Next in step 306, the method 300 proceeds with opening the first fluid flow control valve 126 to either the first position when the temperature of the battery 146 is below the first predetermined temperature T1 that is less than the second predetermined temperature T2 such that substantially all of the heat transfer fluid flows to the first heat exchanger 140, the second position when the temperature of the battery 146 is greater than the first predetermined temperature T1 and less than the second predetermined temperature T2 and the state of charge of the battery 146 is below the SOC 1 predetermined level , so that the heat transfer fluid flows to both the first heat exchanger 140 and the second heat exchanger 160, or the third position if the temperature of the battery 146 is higher than the second predetermined temperature T2 and the state of charge of the battery 146 is below the SOC 1 with predetermined level. The first heat exchanger 140 receives heat transfer fluid and is thermally connected to a battery top plate 144 for heating the battery 146 so that the temperature of the battery 146 increases. Then at step 308, the method continues with opening the second flow control valve 150 to either the first position such that the heat transfer fluid flows to both the first heat exchanger 140 and the second heat exchanger 160 when the controller 200 determines that the temperature of the battery 146 is between the first predetermined temperature T1 and the second predetermined temperature T2, and the state of charge is below the predetermined level SOC 1, and the second position such that substantially all of the heat transfer fluid flows to the second heat exchanger 160 when the controller 200 determines that the temperature of the battery 146 is above the second predetermined temperature T2 and the state of charge is below the predetermined level SOC1. The second heat exchanger 160 receives heat transfer fluid and is thermally connected to the thermoelectric device 170 causing a current flow that charges the battery 146 such that the state of charge level or percentage of charge increases. Finally, the method 300 ends after step 308.

The system and method of the present invention utilizes an exhaust thermal potential to improve battery performance in a hybrid electric vehicle. Using this thermal potential can eliminate the need for a plug-in heater to warm the battery during operation in very cold ambient air. Also, during very cold ambient air temperature situations or other situations when the battery cell temperature is below a desired temperature, the system and method of the present invention may be necessary to power the internal combustion engine 12 to generate exhaust gas so that the performance of the battery 146 is improved can. This "engine on" override may be a signal from the controller 200 or other systems of the vehicle 10 and basically drives the engine 112 to run so that the resulting thermal potential of exhaust gas can be used to improve battery performance 146 by raising the battery temperature using the system and method as described above.

The controller 200 can be used to collect all or some of the signals for use with the present invention, and can also send signals to effectuate the desired steps of the method 300. Alternatively, individual devices, such as the first and second fluid flow control valves 126 and 150, respectively, may have internal mechanisms that cause them to be positioned as needed to carry out the method 300 of the present invention. The method steps of the present invention may be looped to be performed as often as necessary to effectuate the desired battery temperature or state of charge level.

The predetermined temperatures and the predetermined SOC level or percentage are exemplary and illustrative only. The specific values for setpoints may be determined based on specific configurations of the system 100 and the vehicle into which it is integrated.

The method 300 of the present invention provides for heating the battery 146 to a predetermined temperature prior to beginning charging of the battery 146, since it is known that when a battery 146 is very cold, a rate of electrical power from the Battery 146 can be accommodated is limited.

The AGWR heat exchanger 120 is shown in a concentric flow configuration such that both fluids (exhaust gas and heat transfer fluid) flow substantially parallel to each other and to the length of the heat exchanger 120 . Flow orientation depends on installation constraints, type of fluid used, etc. The first and second fluid flow control valves 126 and 150 are provided with a certain number of Items described, but may include additional items for use with other systems or methods as is known in the art.

Throughout this description, the term battery 146 and batteries can be used interchangeably to indicate multiple battery cells in a battery pack.

Although a hybrid electric vehicle 10 is shown, any vehicle utilizing an internal combustion engine 12 and battery 46 used as described is within the scope of the present invention. In addition, although the hybrid-electric vehicle 10 is shown with an electric AWD system, those skilled in the art will recognize that the invention can readily be used in a front wheel drive (FWD) or rear wheel drive (RWD) system within the scope of the present invention. The detailed description and the drawings or figures are supportive and descriptive of the invention, but the scope of the invention is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed invention have been described in detail, there are various alternative constructions and embodiments for carrying out the invention which is defined in the appended claims.

Claims (10)

A system (100) for heating a battery (146) in a hybrid vehicle (10) using exhaust gas, comprising: an exhaust pipe (112) through which exhaust gas flows; an exhaust gas heat recovery (EGWR) device (110) in communication with the exhaust line (112) and having a diverter switch (114) that extracts exhaust gas from the exhaust line (112) either directly or via an AGWR heat exchanger (120), the for transferring thermal energy to a heat transfer fluid, can direct to an exhaust gas outlet line (117); a temperature sensor (202) for detecting a temperature of the battery (146); a controller (200) for determining that the temperature of the battery (146) is below a predetermined temperature; and a heat exchanger (140) in thermal communication with a battery deck plate (144) of the battery (146) for transferring thermal energy from the heat transfer fluid to the battery deck plate (144) such that the temperature of the battery (146) increases, wherein when the temperature of the battery (146) is below the predetermined temperature, the controller (200) switches the diverter switch (114) to flow the exhaust gas to the AGWR heat exchanger (120) for thermal energy transfer to a heat transfer fluid. system (100) after claim 1 , having an internal combustion engine (12) to generate exhaust gas having thermal energy for use in the AGWR device (110). A system (100) for heating and charging a battery (146) in a hybrid vehicle (10) using exhaust gas, comprising: an exhaust pipe (112) through which exhaust gas flows; an exhaust gas heat recovery (EGWR) device (110) connected to the exhaust gas line (112) and having a reversing switch (114) that extracts exhaust gas from the exhaust gas line (112) either directly or via an AGWR heat exchanger (120) which is transferring thermal energy to a heat transfer fluid serving to direct an exhaust gas outlet line (117); a temperature sensor (202) for detecting a temperature of the battery (146); a charge level indicator (204) for displaying the charge level of the battery (146); a controller (200) for monitoring a signal from the temperature sensor (202) and a signal from the state of charge indicator; a first heat exchanger (140) for thermally connecting to a battery deck plate (144) of the battery (146), the first heat exchanger (140) receiving thermal energy from the heat transfer fluid and being thermally connected to the battery deck plate (144) such that the temperature of the battery (146) rises; and a second heat exchanger (160) for electrically charging the battery (146), the second heat exchanger (160) absorbing thermal energy from the heat transfer fluid and being thermally connected to a thermoelectric device (170) causing current flow, the battery (146 ) is charged so that the state of charge of the battery (146) increases; wherein the controller (200) switches the diverter switch (114) based on the temperature of the battery (146) and/or the state of charge of the battery (146) so that the heat transfer fluid flows to the first heat exchanger (140) and/or the second heat exchanger ( 160) flows. system (100) after claim 3 , further comprising: a first fluid flow control valve (126) having a first position for sending substantially all of the heat transfer fluid to the first heat exchanger (140) when the controller (200) determines that the temperature of the battery (146) is below a first predetermined temperature located, a second position for sending the heat transfer fluid to both the first heat exchanger (140) and the second heat exchanger (160) when the controller (200) determines that the temperature of the battery (146) is between the first predetermined temperature and the second predetermined temperature and the state of charge of the battery (146) is below one predetermined levels, and a third position for sending substantially all of the heat transfer fluid to the second heat exchanger (160) when the controller (200) determines that the temperature of the battery (146) is greater than the second predetermined temperature and the state of charge of the battery (146) is below the predetermined level, and a second fluid flow control valve (150) having a first position for sending the heat transfer fluid to both the first heat exchanger (140) and the second heat exchanger (160) when the controller (200) determines that the temperature of the battery (146) is between the first predetermined temperature and the second predetermined temp temperature and the state of charge of the battery (146) is below the predetermined level, and a second position for sending substantially all of the heat transfer fluid to a second heat exchanger (160) when the controller (200) determines that the temperature of the battery (146 ) is above the second predetermined temperature and the state of charge of the battery (146) is below the predetermined level. system (100) after claim 3 with an internal combustion engine (12) to produce exhaust gas having thermal energy for use in the AGWR device (110). system (100) after claim 5 wherein the AGWR device (110) is mounted closer to the engine (12) than to the battery (146) so as to provide more thermal energy to the heat transfer fluid. system (100) after claim 3 , wherein the first heat exchanger (140) is a stacked liquid heat exchanger (140). system (100) after claim 3 , wherein the thermoelectric device (170) is a Peltier generator (170). A method (300) for heating and charging a battery (146) in a hybrid vehicle (10) using exhaust gas having thermal energy and heat transfer fluid in a heat transfer circuit having a first heat exchanger (140), a second heat exchanger (160) and a thermoelectric device (170), wherein the battery (146) has a battery cover plate (144), and the hybrid vehicle (10) has an exhaust pipe (112) through which exhaust gas flows and an exhaust heat recovery system in communication with the exhaust pipe (112). (AGWR) device (110) comprising a reversing switch (114), the exhaust gas from the exhaust line (112) either directly or via an AGWR heat exchanger (120), which is used to transfer thermal energy to a heat transfer fluid, to a Exhaust gas outlet line (117) can steer; the method (300) comprising: determining a temperature of the battery (146); determining a state of charge of the battery (146); thermally connecting the exhaust gas, which has thermal energy, with the heat transfer fluid in that the reversing switch (114) is switched depending on the temperature and/or the state of charge of the battery (146) in such a way that the exhaust gas is fed to the AGWR heat exchanger (120 ) flows to the heat transfer fluid to transfer thermal energy; thermally connecting the first heat exchanger (140) to the heat transfer fluid when the temperature of the battery (146) is below a first predetermined temperature or a second predetermined temperature such that the first heat exchanger (140) receives the heat transfer fluid and is thermally connected to the battery cover plate (144 ) is connected so that the temperature of the battery (146) increases; and thermally connecting the second heat exchanger (160) to the heat transfer fluid when the temperature of the battery (146) is between the first predetermined temperature and the second predetermined temperature and the state of charge of the battery (146) is below a predetermined state of charge such that the second heat exchanger (160) receives the heat transfer fluid and is thermally connected to the thermoelectric device (170), resulting in a current flow that charges the battery (146) such that the state of charge of the battery (146) increases. Method (300) according to claim 9 wherein thermally connecting the first heat exchanger (140) to the heat transfer fluid continues until the temperature of the battery (146) is above the second predetermined temperature.

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