WO2022007683A1 - 新能源车辆废热回收系统及方法、新能源车辆 - Google Patents

新能源车辆废热回收系统及方法、新能源车辆 Download PDF

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Publication number
WO2022007683A1
WO2022007683A1 PCT/CN2021/103663 CN2021103663W WO2022007683A1 WO 2022007683 A1 WO2022007683 A1 WO 2022007683A1 CN 2021103663 W CN2021103663 W CN 2021103663W WO 2022007683 A1 WO2022007683 A1 WO 2022007683A1
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WIPO (PCT)
Prior art keywords
temperature
branch
waste heat
battery pack
cooling liquid
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Ceased
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PCT/CN2021/103663
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English (en)
French (fr)
Inventor
李雪猛
刘震辉
孙明
刘莉
赵林
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Publication of WO2022007683A1 publication Critical patent/WO2022007683A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to the technical field of vehicles, and in particular, to a new energy vehicle waste heat recovery system and method, and a new energy vehicle.
  • the temperature sensitivity of battery packs used in vehicles is relatively high.
  • the charging and discharging power is low, which affects the low-temperature charging time and low-temperature driving experience.
  • the battery pack heating methods are divided into the following three types: heating by electric heating film; heating by built-in air heating PTC; These battery pack heating methods all use external energy to generate heat to achieve the purpose of battery pack heating. No matter what kind of heating method, there is energy consumption, which leads to a significant reduction in the driving range of the vehicle.
  • the present disclosure aims to propose a new energy vehicle waste heat recovery system to solve the technical problem in the related art that the driving range of the vehicle is greatly reduced due to the use of external energy to generate heat to heat the battery pack.
  • a new energy vehicle waste heat recovery system comprises: a motor branch, including a drive motor; a battery pack branch, including a battery pack, the cooling liquid inlet of the battery pack branch and the motor The cooling liquid inlet of the branch circuit is connected, and the cooling liquid outlet of the battery pack branch circuit is connected with the cooling liquid outlet of the motor branch circuit; the first pipeline, the cooling liquid inlet of the first pipeline is connected to the battery pack The cooling liquid outlet of the branch is connected, and the cooling liquid outlet of the first pipeline is connected with the cooling liquid inlet of the battery pack branch; wherein, by controlling the cooling liquid in the motor branch and the battery pack branch and the flow in the first conduit can achieve a thermal storage mode or a waste heat recovery mode.
  • the new energy vehicle waste heat recovery system further includes: a first temperature detection device for measuring the cooling liquid temperature at the cooling liquid outlet of the motor branch; and a second temperature detection device for measuring the The temperature of the cells of the battery pack.
  • the new energy vehicle waste heat recovery system further includes: a radiator branch, including a radiator, the cooling liquid outlet of the radiator branch is connected to the cooling liquid inlet of the motor branch, and the radiator branch is connected.
  • the coolant inlet of the circuit is connected with the coolant outlet of the motor branch, wherein the motor cooling mode is achieved by controlling the flow of the coolant in the radiator branch and the motor branch.
  • the new energy vehicle waste heat recovery system further includes: a three-way valve, the inlet of the three-way valve is connected to the cooling liquid outlet of the motor branch, and the first outlet of the three-way valve is connected to the battery
  • the cooling liquid outlet of the pack branch is connected, the second outlet of the three-way valve is connected with the cooling liquid inlet of the radiator branch, and the battery pack branch further includes a cooling liquid outlet connected to the battery pack.
  • the motor branch further includes a high-voltage device and a first electronic water pump; the battery pack branch further includes a second electronic water pump; and/or the first pipeline is a heat exchanger branch.
  • an embodiment of the present disclosure further provides a method for recovering waste heat from a new energy vehicle, which is used in the above-mentioned waste heat recovery system for a new energy vehicle.
  • the method for recovering waste heat from a new energy vehicle includes: acquiring the temperature and the temperature of the battery cell of the battery pack.
  • the temperature of the first cooling liquid at the cooling liquid outlet of the motor branch determine whether the temperature of the battery cell is lower than the first preset temperature; in the case that the temperature of the battery cell is lower than the first preset temperature , judging whether the temperature of the first cooling liquid is less than the second preset temperature and whether the difference between the temperature of the first cooling liquid and the temperature of the battery is not less than the third preset temperature; at the temperature of the first cooling liquid When the temperature is less than the second preset temperature and the difference between the temperature of the first cooling liquid and the temperature of the battery cell is not less than the third preset temperature, the motor branch and the battery pack branch are controlled.
  • connection between the first pipeline and the first pipeline to realize the waste heat recovery mode and when the temperature of the first cooling liquid is lower than the second preset temperature and the temperature of the first cooling liquid and the battery cells
  • the battery pack branch is controlled to be disconnected, and the motor branch and the first pipeline are controlled to be connected, so as to realize the heat storage mode.
  • the method for recovering waste heat from a new energy vehicle further includes: in the case of executing the waste heat recovery mode, if the difference between the temperature of the first coolant and the temperature of the battery cell is less than a fourth preset temperature or the If the temperature of the battery cell is greater than the fifth preset temperature, and the temperature of the first coolant is less than the sixth preset temperature, switching from the waste heat recovery mode to the thermal storage mode; and executing the thermal storage mode In the case of , if the difference between the temperature of the first cooling liquid and the temperature of the battery cell is not less than the third preset temperature and the temperature of the battery cell is less than the first preset temperature, then from the The thermal storage mode is switched to the waste heat recovery mode.
  • the method for recovering waste heat from a new energy vehicle further includes: when the temperature of the first coolant is not less than the second preset temperature, controlling the motor branch and the radiator branch to be connected, and controlling the The motor branch is disconnected from the battery pack branch and the first pipeline to realize the motor cooling mode.
  • the method for recovering waste heat from a new energy vehicle further includes: in the case of executing the motor cooling mode, if the temperature of the first coolant is lower than a seventh preset temperature, switching from the motor cooling mode to the motor cooling mode. the thermal storage mode; in the case of executing the thermal storage mode, if the first coolant temperature is not less than the second preset temperature, switching from the thermal storage mode to the motor cooling mode; and In the case of executing the waste heat recovery mode, if the first coolant temperature is not less than an eighth preset temperature, switching from the waste heat recovery mode to the motor cooling mode is performed.
  • the present disclosure also provides a vehicle equipped with the above-mentioned new energy vehicle waste heat recovery system.
  • the new energy vehicle waste heat recovery system and method and the new energy vehicle described in the present disclosure have the following advantages:
  • the connection between the motor branch, the battery pack branch and the first pipeline is controlled.
  • the high-temperature cooling liquid flowing out of the motor branch and the low-temperature cooling liquid flowing out of the battery pack branch flow into the actuator branch and the battery pack branch respectively after confluence in the first pipeline, and flow into the cooling liquid of the battery pack branch.
  • the liquid can heat the battery pack due to the increase in temperature, so as to achieve the purpose of heating the battery pack by using the heat generated during the operation of the motor, and avoid the vehicle driving mileage caused by the use of external energy to heat the battery pack. the reduction of technical issues.
  • the battery pack branch is controlled to be disconnected, and the motor branch and the first pipeline are controlled to be connected, so that the battery pack branch and the first pipeline form a loop,
  • the temperature of the cooling liquid in the circuit gradually increases to achieve the purpose of heat storage, and the cooling liquid after the temperature rises can further heat the battery pack. Therefore, even if the temperature of the first cooling liquid at the cooling liquid outlet of the motor branch circuit is the same, the use of external resources to heat the battery pack can still be avoided by operating in the thermal storage mode.
  • FIG. 1 is a structural block diagram of a new energy vehicle waste heat recovery system according to an embodiment of the disclosure
  • FIG. 2 is a schematic structural diagram of a new energy vehicle waste heat recovery system according to an embodiment of the disclosure
  • FIG. 3 is a schematic structural diagram of a new energy vehicle waste heat recovery system according to an embodiment of the disclosure.
  • FIG. 4 is a schematic diagram of the flow of cooling liquid when the waste heat recovery mode is realized
  • FIG. 5 is a schematic diagram of the flow of cooling liquid when the heat storage mode is realized
  • FIG. 6 is a schematic diagram of the flow of coolant when the motor cooling mode is realized
  • FIG. 7 is a schematic flowchart of a method for recovering waste heat from a new energy vehicle according to an embodiment of the disclosure.
  • FIG. 8 is a schematic flowchart of a method for recovering waste heat from a new energy vehicle according to an embodiment of the disclosure.
  • Figure 9 schematically shows a block diagram of a computing processing device for performing methods according to the present disclosure.
  • Figure 10 schematically shows a memory unit for holding or carrying program code implementing the method according to the present disclosure.
  • the arrows shown in FIG. 1 to FIG. 6 all indicate the flow direction of the cooling liquid in the pipeline, and the pipeline where the arrow is located is the pipeline, and the pipeline is provided with the cooling liquid.
  • the values respectively described for the first preset temperature to the eighth preset temperature are only used for example, and are not used to limit the embodiment of the present disclosure. The value can be set to any suitable value according to actual needs.
  • FIG. 1 is a structural block diagram of a waste heat recovery system for a new energy vehicle according to an embodiment of the disclosure.
  • the energy-related waste heat recovery system may include: a motor branch 110, including a drive motor; a battery pack branch 120, including a battery pack, the cooling liquid inlet of the battery pack branch and the motor branch The cooling liquid inlet is connected, and the cooling liquid outlet of the battery pack branch is connected to the cooling liquid outlet of the motor branch; the first pipeline 130, the cooling liquid inlet of the first pipeline is connected to the battery pack branch The cooling liquid outlet of the first pipeline is connected to the cooling liquid inlet of the battery pack branch; wherein, by controlling the cooling liquid in the motor branch, the battery pack branch and all The flow in the first conduit can realize a thermal storage mode or a waste heat recovery mode.
  • the motor branch may further include high-voltage devices, such as a charger, a DC-DC module, a power distribution box, and the like.
  • a first electronic water pump can be arranged in the motor branch, and a second electronic water pump can be arranged in the battery pack branch.
  • the first pipeline can be a separate pipeline, or the pipeline originally connected to the battery pack branch in the vehicle can also be used.
  • the pipeline originally connected to the battery pack branch is the heat exchanger branch. circuit (wherein, the heat exchanger may be, for example, a plate heat exchanger), a heat exchanger branch circuit may be used as the first pipeline.
  • a shut-off valve may also be provided in the battery pack branch.
  • FIG. 2 is a schematic structural diagram of a waste heat recovery system for a new energy vehicle according to an embodiment of the disclosure.
  • a three-way pipe can be used to connect the three branches.
  • the motor branch may be provided with a driving motor, a high-voltage device and a first electronic water pump, and the sequence of the three may be arbitrary, and is not limited to the sequence shown in FIG. 2 .
  • the battery pack branch circuit may be provided with a second electronic water pump, a battery pack and a shut-off valve, and the sequence of the three may be arbitrary, and is not limited to the sequence shown in FIG. 2 .
  • the first pipeline can adopt a heat exchanger branch. When the heat storage mode and the waste heat recovery mode are realized, the heat exchanger branch only acts as a simple pipeline.
  • the waste heat recovery system for a new energy vehicle may further include a radiator branch, and the radiator branch includes a radiator.
  • the cooling liquid outlet of the radiator branch is connected with the cooling liquid inlet of the motor branch, and the cooling liquid inlet of the radiator branch is connected with the cooling liquid outlet of the motor branch.
  • the flow in the motor branch achieves a motor cooling mode.
  • An overflow irrigation can also be provided in the radiator branch. The function of the overflow irrigation is to buffer the cooling liquid when the cooling liquid in the pipeline thermally expands, or to provide the cooling liquid when the cooling liquid shrinks, so that the cooling liquid basically fills the pipeline. .
  • the waste heat recovery system for new energy vehicles may further include a three-way valve, the inlet of the three-way valve is connected to the coolant outlet of the motor branch, and the first outlet of the three-way valve is connected to the battery pack branch.
  • the cooling liquid outlet of the circuit is connected, and the second outlet of the three-way valve is connected with the cooling liquid inlet of the radiator branch.
  • the inlet of the three-way valve is connected to different outlets, thereby controlling the connection and disconnection of the motor branch, the radiator branch, the battery pack branch and the heat exchanger branch.
  • the junction of the three branches is connected using a tee.
  • the first temperature detection device may be provided at the drive motor, and may be a temperature sensor.
  • the new energy vehicle waste heat recovery system may further include: a first temperature detection device for measuring the temperature of the cooling liquid at the cooling liquid outlet of the motor branch; and a second temperature detection device for measuring the temperature of the cooling liquid.
  • the temperature of the cells of the battery pack may be, for example, a temperature sensor, which may be provided at the drive motor, eg, between the drive motor and the three-way valve, to measure the coolant temperature at the coolant outlet of the motor branch.
  • the second temperature detection device may be, for example, a temperature sensor, which may be disposed at the cells of the battery pack to measure the temperature of the cells of the battery pack.
  • Which of the waste heat recovery mode, the heat storage mode, and the motor cooling mode to execute may be determined according to the coolant temperature at the coolant outlet of the motor branch and the temperature of the cells of the battery pack.
  • a plurality of second temperature detection devices may be provided to detect the minimum temperature of the battery cells, and determine to execute the waste heat recovery mode and the heat storage mode according to the minimum temperature and the cooling liquid temperature at the cooling liquid outlet of the motor branch. , which of the motor cooling modes.
  • the waste heat recovery mode, heat storage mode, and motor cooling mode will be described in detail below in conjunction with the structure shown in FIG. 3.
  • the structure shown in FIG. 2 can realize the waste heat recovery mode and the heat storage mode.
  • the specific execution process is similar to that of FIG. performed as described in Figure 3.
  • FIG. 4 is a schematic diagram of the flow of cooling liquid when the waste heat recovery mode is realized.
  • the heat exchanger does not perform the refrigeration function, and the heat exchanger branch only acts as a pipeline;
  • the shut-off valve in the battery pack branch is controlled to be in an open state, and the second The electronic water pump works; the inlet of the three-way valve is connected to the first outlet, the motor branch is disconnected from the radiator branch and remains connected to the battery pack branch and the heat exchanger branch.
  • the first electronic water pump in the motor branch is always working.
  • the specific implementation principle of the waste heat recovery mode is: during the operation of the drive motor and the high-voltage device, the coolant flowing through the motor branch will have a relatively high temperature; the coolant flowing through the battery pack branch will have a relatively low temperature. (Especially when the ambient temperature is low); the coolant with a higher temperature and the coolant with a lower temperature merge and flow into the first pipeline, and the combined coolant flows from the first pipeline to the motor branch again. and battery pack branch. Since the temperature of the confluent coolant will be higher than the temperature of the coolant flowing out of the battery pack branch, after flowing into the battery pack branch again, it will play a role in heating the battery pack.
  • FIG. 5 is a schematic diagram of the flow of coolant when the heat storage mode is implemented.
  • the heat exchanger does not perform the refrigeration function, and the heat exchanger branch only acts as a pipeline;
  • the shut-off valve in the battery pack branch is controlled to be closed, then the battery
  • the package branch is disconnected and the second electronic water pump does not work;
  • the inlet of the three-way valve is connected to the first outlet, the motor branch is disconnected from the radiator branch and remains connected to the battery pack branch and the heat exchanger branch Pass.
  • the first electronic water pump in the motor branch is always working.
  • the specific implementation principle of the heat storage mode is: the motor branch and the heat exchanger branch form a heat storage circuit, and the electronic water pump drives the cooling liquid to circulate in the heat storage circuit; during the operation of the driving motor and the high-voltage device, the heat storage circuit The temperature of the coolant is gradually increased to meet the demand for heating the battery pack.
  • FIG. 6 is a schematic diagram of the flow of coolant when the motor cooling mode is implemented. As shown in Figure 6, when the motor cooling mode is executed: the inlet of the three-way valve is connected to the second outlet, so that the motor branch and the radiator branch are kept connected and disconnected from the battery pack branch and the heat exchanger branch open the connection.
  • the specific execution principle of the motor cooling mode is as follows: the high-temperature coolant flowing out of the heat exchanger branch flows into the radiator branch, and the cooling fan in the radiator branch dissipates the heat in the coolant to the environment to reduce the temperature of the coolant , the cooled coolant flows into the motor branch again, cooling the drive motor and high-voltage components in the motor branch, preventing the power limit caused by over-temperature of these components, thus affecting the normal driving demand.
  • the waste heat recovery system for a new energy vehicle can realize at least a heat storage mode and a waste heat recovery mode, achieve the purpose of using the heat generated during the operation of the motor to heat the battery pack, and avoid the use of external energy to generate heat.
  • FIG. 7 is a schematic flowchart of a method for recovering waste heat from a new energy vehicle according to an embodiment of the disclosure.
  • an embodiment of the present disclosure further provides a method for recovering waste heat from a new energy vehicle, which can be executed by a vehicle controller of the new energy vehicle based on the waste heat recovery system for a new energy vehicle provided by the embodiment of the present disclosure.
  • the method may include steps S710 to S750.
  • step S710 the temperature of the cells of the battery pack and the temperature of the first cooling liquid at the cooling liquid outlet of the motor branch are obtained.
  • the temperature of the battery cell and the temperature of the first cooling liquid may be acquired using temperature sensors, respectively.
  • the temperature of the cell may be the temperature at any position of the cell, the average temperature of the cell, or preferably the lowest temperature of the cell.
  • the temperature sensor may be a sensor provided in a waste heat recovery system of a new energy vehicle.
  • the temperature of the cells of the battery pack and the temperature of the first coolant can be obtained at any time.
  • step S720 it is determined whether the temperature of the battery cell is lower than a first preset temperature.
  • the first preset temperature may be, for example, 10° C., but the embodiments of the present disclosure are not limited thereto, and the first preset temperature may be set to any suitable value according to actual needs. If the temperature of the battery cell is lower than the first preset temperature, it means that the temperature of the battery pack is low and there is a need for waste heat recovery, and heating needs to be performed. If the temperature of the battery cell is not greater than the first preset temperature, it means that the battery pack does not need to be heated, and it is possible to return to and continue to perform step S720.
  • step S730 when the temperature of the battery cell is lower than the first preset temperature, it is determined whether the temperature of the first cooling liquid is lower than the second preset temperature and the temperature of the first cooling liquid is the same as the temperature of the battery. Whether the temperature difference ⁇ T of the cores is not less than the third preset temperature.
  • step S730 The determination purpose of step S730 is to determine whether the motor branch can heat the battery pack. If the temperature of the first coolant is not less than the second preset temperature, it means that the temperature of the components of the motor branch is too high. If the heat is not dissipated in time, it will affect the normal use. Therefore, the temperature of the first coolant is not less than the second preset temperature. In the case of , the motor branch cannot heat the battery pack, but should execute the motor cooling mode.
  • the temperature of the first coolant is lower than the second preset temperature, and ⁇ T is not greater than the third preset temperature, it means that the temperature of the first coolant is similar to the temperature of the battery cells, and this temperature difference is not a good indicator for the battery If the package is heated (that is, the waste heat recovery mode cannot be executed immediately), the heat storage mode needs to be executed for heat storage, and the waste heat recovery mode is executed after the heat storage is completed. If the temperature of the first coolant is less than the second preset temperature and ⁇ T is not less than the third preset temperature, the waste heat recovery mode may be immediately executed to heat the battery pack.
  • the second preset temperature may be, for example, 36° C., but the embodiments of the present disclosure are not limited thereto, and the second preset temperature may be set to any suitable value according to actual needs.
  • the third preset temperature may be, for example, 5° C., but the embodiments of the present disclosure are not limited thereto, and the third preset temperature may be set to any appropriate value according to actual needs.
  • step S740 when the temperature of the first cooling liquid is less than the second preset temperature and the difference between the temperature of the first cooling liquid and the temperature of the battery cell is not less than the third preset temperature, The connection between the motor branch, the battery pack branch and the first pipeline is controlled to realize the waste heat recovery mode.
  • the vehicle controller can perform the following steps to realize the waste heat recovery mode: control the heat exchanger not to perform the refrigeration function so that the heat exchanger branch only acts as a pipeline; control the shut-off valve in the battery pack branch to be open state, control the second electronic water pump to work; control the motor branch to be disconnected from the radiator branch and remain connected to the battery pack branch and the heat exchanger branch (this step may not be performed for the structure shown in Figure 2) , for example, the inlet of the control three-way valve is connected with the first outlet.
  • step S750 when the temperature of the first cooling liquid is less than the second preset temperature and the difference between the temperature of the first cooling liquid and the temperature of the battery cell is less than the third preset temperature, control the The battery pack branch is disconnected, and the motor branch and the first pipeline are controlled to be connected, so as to realize the heat storage mode.
  • the vehicle controller can perform the following steps to realize the heat storage mode: control the heat exchanger not to perform the refrigeration function so that the heat exchanger branch only acts as a pipeline; control the shut-off valve in the battery pack branch to be closed state, so that the battery pack branch is disconnected and the second electronic water pump does not work; the control motor branch is disconnected from the radiator branch and remains connected to the battery pack branch and the heat exchanger branch (for the The structure may not perform this step), for example, the inlet of the control three-way valve is connected with the first outlet.
  • the heat generated during the operation of the motor can be effectively used for the purpose of heating the battery pack, avoiding the relatively large driving range of the vehicle caused by the use of external energy to heat the battery pack. the reduction of technical issues.
  • the method for recovering waste heat from new energy vehicles may further include: when the temperature of the first coolant is not less than the second preset temperature, controlling the motor branch and The radiator branch is turned on, and the motor branch is controlled to be disconnected from the battery pack branch and the first pipeline, so as to realize the motor cooling mode.
  • the vehicle controller can control the inlet of the three-way valve to connect with the second outlet, so that the motor branch and the radiator branch are kept connected and disconnected from the battery pack branch and the heat exchanger branch.
  • the motor cooling mode cools the components on the motor branch when the temperature in the motor branch is high.
  • the motor cooling mode and the thermal storage mode can be switched to each other, the thermal storage mode and the waste heat recovery mode can be switched to each other, and the waste heat recovery mode can be switched to the motor cooling mode.
  • the difference ⁇ T between the temperature of the first coolant and the temperature of the battery cell is less than the fourth preset temperature or the temperature of the battery cell is greater than the fifth preset temperature , and the temperature of the first cooling liquid is lower than the sixth preset temperature, switching from the waste heat recovery mode to the heat storage mode.
  • the fourth preset temperature may be lower than the third preset temperature, for example, may be 2°C.
  • the sixth preset temperature may be greater than the second preset temperature, for example, may be 38°C.
  • ⁇ T is less than the fourth preset temperature, indicating that the temperature of the first coolant is very close to the temperature of the battery cell. In this case, the battery pack cannot be heated well.
  • a thermal storage mode may then be implemented to increase the temperature of the first coolant while stopping heating of the battery pack.
  • the fifth preset temperature may be greater than or equal to the first preset temperature, for example, may be 15°C. If the temperature of the battery cell is greater than the fifth preset temperature, it means that the temperature of the battery pack has been increased, and heating can no longer be performed. The first coolant temperature, while stopping heating the battery pack.
  • the first coolant temperature is not less than an eighth preset temperature
  • switching from the waste heat recovery mode to the motor cooling mode is performed.
  • the eighth preset temperature may be greater than or equal to the second preset temperature, for example, may be equal to the sixth preset temperature, such as 38°C. If the temperature of the first coolant is not less than the eighth preset temperature, it means that the temperature of the components on the motor branch is too high and needs to be dissipated, so it is necessary to switch to the motor cooling mode.
  • the thermal storage mode In the case of executing the thermal storage mode, if the difference between the temperature of the first coolant and the temperature of the battery cells is not less than the third preset temperature and the temperature of the battery cells is less than the first preset temperature If the temperature is set, it means that the battery pack needs to be heated and the motor branch can heat the battery pack, so the heat storage mode can be switched to the waste heat recovery mode.
  • the seventh preset temperature may be equal to or lower than the second preset temperature, for example, may be 30°C. If the temperature of the first coolant is lower than the seventh preset temperature, it means that the temperature of the components on the motor branch has been reduced, and it is no longer necessary to execute the heat dissipation mode, and the heat storage mode can be executed to prepare for the heating of the battery pack.
  • the thermal storage mode In the case of executing the thermal storage mode, if the temperature of the first coolant is not less than the second preset temperature, switching from the thermal storage mode to the motor cooling mode is performed. If the temperature of the first coolant is not less than the second preset temperature, it means that the temperature of the components on the motor branch is too high and needs to be dissipated, so it is necessary to switch to the motor cooling mode.
  • the switch between the motor cooling mode and the heat storage mode can make the new energy waste heat recovery system prepare for the heating of the battery pack under the condition that the temperature of the components on the motor branch is not too high, so that when the battery pack needs to be heated, it can be effectively used. heated over time.
  • the mutual switching between the waste heat recovery mode and the heat storage mode, and the switching between the waste heat recovery mode and the motor cooling mode can make the battery pack be quickly heated under the condition that the temperature of the components on the motor branch is not too high, so as to ensure the normal operation of the battery .
  • the first preset temperature is 10°C
  • the second preset temperature is 36°C
  • the third preset temperature is 5°C
  • the fourth preset temperature is 2°C
  • the fifth preset temperature is 15°C
  • the sixth preset temperature is Taking the temperature as 38°C, the seventh preset temperature as 30°C, and the eighth preset temperature as 38°C as an example, the method for recovering waste heat from a new energy vehicle provided by the embodiment of the present disclosure will be further described.
  • Tmotor ⁇ 36°C judge whether the difference ⁇ T between Tmotor and Tcell is not less than 5°C. If ⁇ T ⁇ 5°C, the waste heat recovery mode is executed. If ⁇ T ⁇ 5°C, the thermal storage mode is executed. If Tmotor ⁇ 36°C, execute motor cooling mode.
  • the thermal storage mode In the case of executing the thermal storage mode, if Tmotor ⁇ 36°C, the motor cooling mode is executed. If Tcell ⁇ 10°C and ⁇ T ⁇ 5°C, the waste heat recovery mode is executed.
  • an embodiment of the present disclosure further provides a new energy vehicle, including the new energy vehicle waste heat recovery system according to any embodiment of the present disclosure.
  • the embodiments of the present disclosure do not make specific requirements on parameters such as dimensions, structures, models, and power of all components.
  • the embodiments of the present disclosure do not impose specific requirements on the pipe diameter, model and material of the connecting pipeline of the vehicle.
  • the embodiments of the present disclosure do not make any specific requirements on the pipeline connection sequence of the driving motor and the high-voltage device.
  • the embodiments of the present disclosure do not specifically require the sequence of the second electronic water pump, the battery pack, and the heat exchanger.
  • parts can be added or deleted according to the heat dissipation requirements of an actual vehicle. There is no specific requirement on the attribution of the control function of each servo component in the embodiment of the present disclosure.
  • the three-way valve implemented by the embodiment of the present disclosure to control the waste heat recovery mode and the heat storage mode does not have specific requirements, and can be implemented by a stop valve or other solutions.
  • the device embodiments described above are only illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in One place, or it can be distributed over multiple network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution in this embodiment. Those of ordinary skill in the art can understand and implement it without creative effort.
  • Various component embodiments of the present disclosure may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in a computing processing device according to embodiments of the present disclosure.
  • DSP digital signal processor
  • the present disclosure can also be implemented as apparatus or apparatus programs (eg, computer programs and computer program products) for performing some or all of the methods described herein.
  • Such a program implementing the present disclosure may be stored on a computer-readable medium, or may be in the form of one or more signals. Such signals may be downloaded from Internet sites, or provided on carrier signals, or in any other form.
  • Figure 9 illustrates a computing processing device that may implement methods in accordance with the present disclosure.
  • the computing processing device traditionally includes a processor 1010 and a computer program product or computer readable medium in the form of a memory 1020 .
  • the memory 1020 may be electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has storage space 1030 for program code 1031 for performing any of the method steps in the above-described methods.
  • the storage space 1030 for program codes may include various program codes 1031 for implementing various steps in the above methods, respectively. These program codes can be read from or written to one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards or floppy disks. Such computer program products are typically portable or fixed storage units as described with reference to FIG. 10 .
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the memory 1020 in the computing processing device of FIG. 9 .
  • the program code may, for example, be compressed in a suitable form.
  • the storage unit includes computer readable code 1031', ie code readable by a processor such as 1010, for example, which, when executed by a computing processing device, causes the computing processing device to perform any of the methods described above. of the various steps.
  • any reference signs placed between parentheses shall not be construed as limiting the claim.
  • the word “comprising” does not exclude the presence of elements or steps not listed in a claim.
  • the word “a” or “an” preceding an element does not exclude the presence of a plurality of such elements.
  • the present disclosure may be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In a unit claim enumerating several means, several of these means may be embodied by one and the same item of hardware.
  • the use of the words first, second, and third, etc. do not denote any order. These words can be interpreted as names.

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Abstract

提供了一种新能源车辆废热回收系统及方法、新能源车辆，系统包括：电机支路（110），包括驱动电机；电池包支路（120），包括电池包，电池包支路（120）的冷却液入口与电机支路（110）的冷却液入口连接，电池包支路（120）的冷却液出口与电机支路（110）的冷却液出口连接；第一管路（130），第一管路（130）的冷却液入口与电池包支路（120）的冷却液出口连接，第一管路（130）的冷却液出口与电池包支路（120）的冷却液入口连接；通过控制冷却液在电机支路（110）、电池包支路（120）和第一管路（130）中的流动能够实现蓄热模式或者废热回收模式。能够避免利用外界能源产热实现电池包加热而引起的车辆续驶里程较大幅度的缩减的技术问题。

Description

新能源车辆废热回收系统及方法、新能源车辆
相关申请的交叉引用
本公开要求在2020年7月6日提交中国专利局、申请号为202010641325.3、名称为“新能源车辆废热回收系统及方法、新能源车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆技术领域，特别涉及一种新能源车辆废热回收系统及方法、新能源车辆。
背景技术
目前车辆使用的电池包温度敏感性比较高。在电芯温度较低的情况下，充放电功率低，影响低温充电时间及低温驾驶体验。
为解决电池包温度较低对充电时间及驾驶体验的影响，通常在电池包温度较低的情况下需要采取措施对电池包进行加热，使电芯温度尽快达到最优放电区间。
相关技术中，电池包加热方式分为以下三种：采用电加热膜加热；采用内置风暖PTC加热；采用液冷，通过PTC加热器加热冷却液，然后经电池包冷板实现电池包加热。这些电池包加热方式均利用外界能源产热实现电池包加热的目的，无论何种加热方式均存在能量消耗，从而导致车辆续驶里程较大幅度的缩减。
发明内容
有鉴于此，本公开旨在提出一种新能源车辆废热回收系统，以解决相关技术中利用外界能源产热实现电池包加热而引起的车辆续驶里程较大幅度的缩减的技术问题。
为达到上述目的，本公开的技术方案是这样实现的：
一种新能源车辆废热回收系统，所述新能源车辆废热回收系统包括：电机支路，包括驱动电机；电池包支路，包括电池包，所述电池包支路的冷却液入口与所述电机支路的冷却液入口连接，所述电池包支路的冷却液出口与所述电机支路的冷却液出口连接；第一管路，所述第一管路的冷却液入口与所述电池包支路的冷却液出口连接，所述第一管路的冷却液出口与所述电池包支路的冷却液入口连接；其中，通过控制冷却液在所述电机支路、所述电池包支路和所述第一管路中的流动能够实现蓄热模式或者废热回收模式。
进一步的，所述新能源车辆废热回收系统还包括：第一温度检测装置，用于测量所述电机支路的冷却液出口处的冷却液温度；以及第二温度检测装置，用于测量所述电池包的电芯的温度。
进一步的，所述新能源车辆废热回收系统还包括：散热器支路，包括散热器，所述散热器支路的冷却液出口与所述电机支路的冷却液入口连接，所述散热器支路的冷却液入口与所述电机支路的冷却液出口连接，其中，通过控制所述冷却液在所述散热器支路和所述电机支路中的流动而实现电机冷却模式。
进一步的，所述新能源车辆废热回收系统还包括：三通阀，所述三通阀的入口与所述电机支路的冷却液出口连接，所述三通阀的第一出口与所述电池包支路的冷却液出口连接，所述三通阀的第二出口与所述散热器支路的冷却液入口连接，所述电池包支路还包括与所述电池包的冷却液出口连接的截止阀。
进一步的，所述电机支路还包括高电压器件和第一电子水泵；所述电池包支路还包括第二电子水泵；和/或所述第一管路为换热器支路。
相应的，本公开实施例还提供一种新能源车辆废热回收方法，用于上述的新能源车辆废热回收系统，所述新能源车辆废热回收方法包括：获取所述电池包的电芯的温度和所述电机支路的冷却液出口处的第一冷却液温度；判断所述电芯的温度是否小于第一预设温度；在所述电芯的温度小于所述第一预设温度的情况下，判断所述第一冷却液温度是否小于第二预设温度且所述第一冷却液温度与所述电芯的温度之差是否不小于第三预设温度；在所述第一冷却液温度小于所述第二预设温度且所述第一冷却液温度与所述电芯的温度之差不小于所述第三预设温度的情况下，控制所述电机支路、所述电池包支路和所述第一管路之间接通，以实现所述废热回收模式；以及在所述第一冷却液温度小于所述第二预设温度而所述第一冷却液温度与所述电芯的温度之差小于所述第三预设温度的情况下，控制所述电池包支路断开、控制所述电机支路和所述第一管路接通，以实现所述蓄热模式。
进一步的，所述新能源车辆废热回收方法还包括：在执行所述废热回收模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差小于第四预设温度或者所述电芯的温度大于第五预设温度、且所述第一冷却液温度小于第六预设温度，则从所述废热回收模式切换至所述蓄热模式；以及在执行所述蓄热模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差不小于所述第三预设温度且所述电芯的温度小于所述第一预设温度，则从所述蓄热模式切换至所述废热回收模式。
进一步的，所述新能源车辆废热回收方法还包括：在所述第一冷却液温度不小于所述第二预设温度，控制所述电机支路和所述散热器支路接通、控 制所述电机支路与所述电池包支路和所述第一管路断开，以实现所述电机冷却模式。
进一步的，所述新能源车辆废热回收方法还包括：在执行所述电机冷却模式的情况下，如果所述第一冷却液温度小于第七预设温度，则从所述电机冷却模式切换至所述蓄热模式；在执行所述蓄热模式的情况下，如果所述第一冷却液温度不小于所述第二预设温度，则从所述蓄热模式切换至所述电机冷却模式；以及在执行所述废热回收模式的情况下，如果所述第一冷却液温度不小于第八预设温度，则从所述废热回收模式切换至所述电机冷却模式。
相应的，本公开还提供一种车辆，设置有上述的新能源车辆废热回收系统。
相对于现有技术，本公开所述的新能源车辆废热回收系统及方法、新能源车辆具有以下优势：
(1)执行废热回收模式的情况下，控制电机支路、电池包支路和第一管路之间接通。如此电机支路流出的高温度的冷却液和电池包支路流出的低温度的冷却液在第一管路内汇合之后分别流入执电机支路和电池包支路，流入电池包支路的冷却液由于温度升高能够为电池包加热，从而实现利用电机运行过程中产生的热量来为电池包加热的目的，避免了利用外界能源产热实现电池包加热而引起的车辆续驶里程较大幅度的缩减的技术问题。
(2)执行蓄热模式的情况下，控制所述电池包支路断开、控制所述电机支路和所述第一管路接通，则电池包支路和第一管路形成回路，随着电机的运行该回路内冷却液温度逐渐升高，达到蓄热的目的，并且温度升高后的冷却液可以进一步为电池包加热。从而即使电机支路的冷却液出口处的第一冷却液温度的情况下，通过蓄热模式的运行依然可以避免使用外部资源对电池包进行加热。
本公开的其它特征和优点将在随后的具体实施方式部分予以详细说明。
上述说明仅是本公开技术方案的概述，为了能够更清楚了解本公开的技术手段，而可依照说明书的内容予以实施，并且为了让本公开的上述和其它目的、特征和优点能够更明显易懂，以下特举本公开的具体实施方式。
附图说明
为了更清楚地说明本公开实施例或相关技术中的技术方案，下面将对实施例或相关技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
构成本公开的一部分的附图用来提供对本公开的进一步理解，本公开的示意性实施方式及其说明用于解释本公开，并不构成对本公开的不当限定。 在附图中：
图1为本公开一实施方式所述的新能源车辆废热回收系统的结构框图；
图2为本公开一实施方式所述的新能源车辆废热回收系统的结构示意图；
图3为本公开一实施方式所述的新能源车辆废热回收系统的结构示意图；
图4为实现废热回收模式时冷却液流动示意图；
图5为实现蓄热模式时冷却液流动示意图；
图6为实现电机冷却模式时冷却液流动示意图；
图7为本公开一实施方式所述的新能源车辆废热回收方法的流程示意图；以及
图8为本公开一实施方式所述的新能源车辆废热回收方法的流程示意图。
图9示意性地示出了用于执行根据本公开的方法的计算处理设备的框图；并且
图10示意性地示出了用于保持或者携带实现根据本公开的方法的程序代码的存储单元。
具体实施例
为使本公开实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本公开保护的范围。
需要说明的是，在不冲突的情况下，本公开中的实施方式及实施方式中的特征可以相互组合。
下面将参考附图并结合实施方式来详细说明本公开。
本公开实施方式中，图1至图6中示出的箭头均表示冷却液在管路中的流动方向，箭头所在的线路为管路，管路中设置有冷却液。另外，本公开实施方式中，针对第一预设温度至第八预设温度分别描述的值仅用于举例，而不用于限制本公开实施方式，第一预设温度至第八预设温度的值可以根据实际需要设置为任意合适的值。
图1为本公开一实施方式所述的新能源车辆废热回收系统的结构框图。如图1所示，系能源废热回收系统可以包括：电机支路110，包括驱动电机；电池包支路120，包括电池包，所述电池包支路的冷却液入口与所述电机支路的冷却液入口连接，所述电池包支路的冷却液出口与所述电机支路的冷却液出口连接；第一管路130，所述第一管路的冷却液入口与所述电池包支路的冷却液出口连接，所述第一管路的冷却液出口与所述电池包支路的冷却液入口连接；其中，通过控制冷却液在所述电机支路、所述电池包支路和所述第一 管路中的流动能够实现蓄热模式或者废热回收模式。
电机支路的作用是产生热量，因此，可选的，电机支路部分还可以包括高压器件，该高电压器件例如可以包括充电机、DC-DC模块、配电盒等。另外为了驱动冷却液流动，可以在电机支路内设置第一电子水泵，在电池包支路内设置第二电子水泵。第一管路可以是一个单独的管路，或者也可以利用车辆中原来与电池包支路连接的管路，例如在一些车辆中，原来与电池包支路连接的管路是换热器支路(其中，所述换热器例如可以是板片式换热器)，则可以使用换热器支路充当所述第一管路。另外，由于在蓄热模式中需要中断电池包支路中冷却液的流动，因此，在电池包支路中还可以设置有截止阀。
图2为本公开一实施方式所述的新能源车辆废热回收系统的结构示意图。如图2所示，在三条支路的连接处可以使用三通管进行连接。电机支路中可以设置有驱动电机、高电压器件和第一电子水泵，这三者的顺序可以是任意的，不限于图2中所示的顺序。电池包支路可以设置有第二电子水泵、电池包和截止阀，这三者的顺序可以是任意的，不限于图2中所示的顺序。第一管路可以采用换热器支路。在实现蓄热模式和废热回收模式时，换热器支路仅充当单纯的管路的作用。
在进一步的实施方式中，在驱动电机温度较高的情况下，需要对电机进行散热。如图3所示，本公开实施方式所述的新能源车辆废热回收系统还可以包括散热器支路，该散热器支路包括散热器。散热器支路的冷却液出口与电机支路的冷却液入口连接，散热器支路的冷却液入口与电机支路的冷却液出口连接，通过控制所述冷却液在所述散热器支路和所述电机支路中的流动而实现电机冷却模式。在散热器支路中还可以设置有溢水灌，溢水灌的作用是在管路中的冷却液发生热胀缓存冷却液，或冷却液发生冷缩时提供冷却液以使冷却液基本充满管路。
进一步参考图3，新能源车辆废热回收系统还可以包括三通阀，三通阀的入口与所述电机支路的冷却液出口连接，所述三通阀的第一出口与所述电池包支路的冷却液出口连接，所述三通阀的第二出口与所述散热器支路的冷却液入口连接。通过控制三通阀的阀芯位置使三通阀入口与不同的出口接通，从而控制电机支路与散热器支路、电池包支路、换热器支路的接通与断开。在其余地方，三条支路的汇合处使用三通管进行连接。第一温度检测装置可以设置在驱动电机处，并且可以是温度传感器。
可选的，新能源车辆废热回收系统还可以包括：第一温度检测装置，用于测量所述电机支路的冷却液出口处的冷却液温度；以及第二温度检测装置，用于测量所述电池包的电芯的温度。所述第一温度检测装置例如可以是温度传感器，其可以设置在驱动电机处，例如，设置在驱动电机和三通阀之间，以测量电机支路的冷却液出口处的冷却液温度。第二温度检测装置例如可以 是温度传感器，其可以设置在电池包的电芯处，以测量电池包的电芯的温度。可以根据电机支路的冷却液出口处的冷却液温度和电池包的电芯的温度来确定执行废热回收模式、蓄热模式、电机冷却模式中的哪种模式。在可选情况下，可以设置多个第二温度检测装置，以检测电芯的最低温度，根据该最低温度和电机支路的冷却液出口处的冷却液温度确定执行废热回收模式、蓄热模式、电机冷却模式中的哪种模式。
下面将结合图3所示的结构详述废热回收模式、蓄热模式、电机冷却模式，图2所示的结构可以实现废热回收模式和蓄热模式，具体执行过程与图3类似，可以参考针对图3的描述而执行。
图4为实现废热回收模式时冷却液流动示意图。如图4所示，在执行废热回收模式时：换热器不执行制冷功能，换热器支路仅充当管路的作用；电池包支路中的截止阀被控制为处于开启状态、第二电子水泵工作；三通阀的入口与第一出口接通，电机支路与散热器支路断开连接而与电池包支路、换热器支路保持接通。电机支路中的第一电子水泵一直处于工作状态。废热回收模式的具体执行原理为：驱动电机和高压器件运行过程中，流经电机支路的冷却液将具有相对较高的温度；流经电池包支路的冷却液将具有相对较低的温度(尤其在环境温度较低的情况下)；较高温度的冷却液和较低温度的冷却液汇合并流入第一管路，汇合后的冷却液从第一管路再次分别流入至电机支路和电池包支路。由于汇合后的冷却液的温度将比电池包支路流出的冷却液温度高，再次流入电池包支路后，将对电池包起到加热的作用。
图5为实现蓄热模式时冷却液流动示意图。如图5所示，在执行蓄热模式时：换热器不执行制冷功能，换热器支路仅充当管路的作用；电池包支路中的截止阀被控制为处于关闭状态，则电池包支路断开、第二电子水泵不工作；三通阀的入口与第一出口接通，电机支路与散热器支路断开连接而与电池包支路、换热器支路保持接通。电机支路中的第一电子水泵一直处于工作状态。蓄热模式的具体执行原理是：电机支路和换热器支路形成蓄热回路，电子水泵驱动冷却液在蓄热回路中循环流动；在驱动电机和高压器件运行过程中，蓄热回路中冷却液的温度逐渐升高，从而满足对电池包加热的需求。
图6为实现电机冷却模式时冷却液流动示意图。如图6所示，在执行电机冷却模式时：三通阀的入口与第二出口接通，使得电机支路与散热器支路保持接通而与电池包支路、换热器支路断开连接。电机冷却模式的具体执行原理是：换热器支路流出的高温度的冷却液流入散热器支路，在散热器支路中冷却风扇将冷却液内的热量散失到环境当中使得冷却液温度降低，温度降低后的冷却液再次流入电机支路中，为电机支路中的驱动电机和高电压器件降温，防止这些部件超温导致的限功率，从而影响正常驾驶需求。
本公开实施方式所述的新能源车辆废热回收系统能够实现至少蓄热模式 和废热回收模式，实现了利用电机运行过程中产生的热量来为电池包加热的目的，避免了利用外界能源产热实现电池包加热而引起的车辆续驶里程较大幅度的缩减的技术问题。
图7为本公开一实施方式所述的新能源车辆废热回收方法的流程示意图。如图7所示，本公开实施方式还提供一种新能源车辆废热回收方法，该方法可以由新能源车辆的整车控制器基于本公开实施方式提供的新能源车辆废热回收系统的而执行。具体的所述方法可以包括步骤S710至步骤S750。
在步骤S710，获取电池包的电芯的温度和电机支路的冷却液出口处的第一冷却液温度。
例如，可以分别使用温度传感器获取电芯的温度和第一冷却液温度。所述电芯的温度可以是电芯任意位置处的温度、电芯的平均温度，或者优选的可以是电芯的最低温度。所述温度传感器可以是新能源车辆废热回收系统设置的传感器。电池包的电芯的温度和第一冷却液温度可以被随时获取。
在步骤S720，判断所述电芯的温度是否小于第一预设温度。
所述第一预设温度例如可以是10℃，但是本公开实施方式并不限于此，第一预设温度可以根据实际需要设置为任意合适的值。若电芯的温度小于第一预设温度，则说明电池包温度较低有废热回收需求，需要进行加热。若电芯的温度不大于第一预设温度，则说明书电池包不需要进行加热，可以返回继续执行步骤S720。
在步骤S730，在所述电芯的温度小于所述第一预设温度的情况下，判断所述第一冷却液温度是否小于第二预设温度且所述第一冷却液温度与所述电芯的温度之差△T是否不小于第三预设温度。
步骤S730的判断目的是判断电机支路能否对电池包进行加热。若第一冷却液温度不小于第二预设温度，则说明电机支路的零部件温度过高，如果不及时散热，则影响正常使用，因此在第一冷却液温度不小于第二预设温度的情况下，电机支路不能对电池包进行加热，而应执行电机散热模式。若第一冷却液温度小于第二预设温度，而△T不大于第三预设温度，则说明第一冷却液温度与电芯的温度相差不多，这种温度差并不能很好地为电池包加热(即，不能立即执行废热回收模式)，需执行蓄热模式进行蓄热，待蓄热完成后再执行废热回收模式。若第一冷却液温度小于第二预设温度且△T不小于第三预设温度，则可以立即执行废热回收模式以对电池包进行加热。
所述第二预设温度例如可以是36℃，但是本公开实施方式并不限于此，第二预设温度可以根据实际需要设置为任意合适的值。所述第三预设温度例如可以是5℃，但是本公开实施方式并不限于此，第三预设温度可以根据实际需要设置为任意合适的值。
在步骤S740，在所述第一冷却液温度小于所述第二预设温度且所述第一 冷却液温度与所述电芯的温度之差不小于所述第三预设温度的情况下，控制所述电机支路、所述电池包支路和所述第一管路之间接通，以实现所述废热回收模式。
具体的，整车控制器可以执行以下步骤以实现废热回收模式：控制换热器不执行制冷功能以使换热器支路仅充当管路的作用；控制电池包支路中的截止阀处于开启状态、控制第二电子水泵工作；控制电机支路与散热器支路断开连接而与电池包支路、换热器支路保持接通(针对图2所示的结构可以不执行该步骤)，例如控制三通阀的入口与第一出口接通。
在步骤S750，在所述第一冷却液温度小于所述第二预设温度而所述第一冷却液温度与所述电芯的温度之差小于所述第三预设温度的情况下，控制所述电池包支路断开、控制所述电机支路和所述第一管路接通，以实现所述蓄热模式。
具体的，整车控制器可以执行以下步骤以实现蓄热模式：控制换热器不执行制冷功能以使换热器支路仅充当管路的作用；控制电池包支路中的截止阀处于关闭状态，使得电池包支路断开、第二电子水泵不工作；控制电机支路与散热器支路断开连接而与电池包支路、换热器支路保持接通(针对图2所示的结构可以不执行该步骤)，例如控制三通阀的入口与第一出口接通。
通过实现废热回收模式和蓄热模式，从而可以有效利用电机运行过程中产生的热量来为电池包加热的目的，避免了利用外界能源产热实现电池包加热而引起的车辆续驶里程较大幅度的缩减的技术问题。
针对图3所示的新能源车辆废热回收系统的结构，新能源车辆废热回收方法还可以包括：在所述第一冷却液温度不小于所述第二预设温度，控制所述电机支路和所述散热器支路接通、控制所述电机支路与所述电池包支路和所述第一管路断开，以实现所述电机冷却模式。具体的，整车控制器可以控制三通阀的入口与第二出口接通，以使得电机支路与散热器支路保持接通而与电池包支路、换热器支路断开连接。电机冷却模式可以在电机支路中温度较高时，为电机支路上的零部件降温。
在可选实施方式中，电机冷却模式和蓄热模式可以相互切换、蓄热模式和废热回收模式可以相互切换、废热回收模式可以切换到电机冷却模式。
具体的，在执行废热回收模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差△T小于第四预设温度或者所述电芯的温度大于第五预设温度、且所述第一冷却液温度小于第六预设温度，则从所述废热回收模式切换至所述蓄热模式。所述第四预设温度可以小于第三预设温度，例如可以是2℃。第六预设温度可以大于第二预设温度，例如可以是38℃。△T小于第四预设温度，说明第一冷却液温度和电芯的温度很接近，这种情况已经不能很好的为电池包加热，若同时第一冷却液温度小于第六预设温度，则可以执行 蓄热模式，以升高第一冷却液温度、同时停止对电池包加热。第五预设温度可以大于或等于第一预设温度，例如可以是15℃。若电芯的温度大于第五预设温度，说明电池包温度已经被提升，可以不再进行加热，若同时第一冷却液温度小于第六预设温度，则可以执行蓄热模式，以升高第一冷却液温度、同时停止对电池包加热。
在执行所述废热回收模式的情况下，如果所述第一冷却液温度不小于第八预设温度，则从所述废热回收模式切换至所述电机冷却模式。所述第八预设温度可以大于或等于第二预设温度，例如可以等于所述第六预设温度，如可以是38℃。第一冷却液温度不小于第八预设温度，则说明电机支路上的零部件温度过高，需要进行散热，因此需要切换至电机冷却模式。
在执行所述蓄热模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差不小于所述第三预设温度且所述电芯的温度小于所述第一预设温度，则说明电池包由加热需求且电机支路能够对电池包进行加热，则可以从所述蓄热模式切换至所述废热回收模式。
在执行所述电机冷却模式的情况下，如果所述第一冷却液温度小于第七预设温度，则从所述电机冷却模式切换至所述蓄热模式。所述第七预设温度可以等于或小于第二预设温度，例如可以是30℃。第一冷却液温度小于第七预设温度，说明电机支路上零部件的温度已降低，无需再执行散热模式，则可以执行蓄热模式，为电池包加热做准备。
在执行所述蓄热模式的情况下，如果所述第一冷却液温度不小于所述第二预设温度，则从所述蓄热模式切换至所述电机冷却模式。第一冷却液温度不小于第二预设温度，则说明电机支路上的零部件温度过高，需要进行散热，因此需要切换至电机冷却模式。
电机冷却模式和蓄热模式的切换，可以使得新能源废热回收系统在保证电机支路上的零部件温度不过高的情况下，为电池包加热做好准备，使得电池包需要加热时，能够在有效时间内被加热。废热回收模式与蓄热模式的相互切换、废热回收模式到电机冷却模式的切换，可以使得在保证电机支路上的零部件温度不过高的情况下，电池包被快速加热，从而保证电池的正常运行。
下面以第一预设温度为10℃、第二预设温度为36℃、第三预设温度为5℃、第四预设温度为2℃、第五预设温度为15℃、第六预设温度为38℃、第七预设温度为30℃、第八预设温度为38℃为例，对本公开实施方式提供的新能源车辆废热回收方法进行进一步的说明。
如图8所示，首先获取电池包的电芯的温度Tcell和电机支路的冷却液出口处的第一冷却液温度Tmotor。判断Tcell是否小于10℃，若Tcell<10℃,则判断Tmotor是否小于36℃。
若Tmotor<36℃，则判断Tmotor与Tcell之差△T是否不小于5℃。若△T≥5℃，则执行废热回收模式。若△T<5℃，则执行蓄热模式。若Tmotor≥36℃，则执行电机冷却模式。
在执行电机冷却模式的情况下，若Tmotor<30℃，则执行蓄热模式，否则继续执行电机冷却模式。
在执行蓄热模式的情况下，若Tmotor≥36℃，则执行电机冷却模式。若Tcell<10℃且△T≥5℃，则执行废热回收模式。
在执行废热回收模式的情况下，若△T<2℃或Tcell≥15℃、并且Tmotor<38℃，则执行蓄热模式。若Tmotor≥38℃，则执行电机冷却模式。
利用电机支路上的零部件工作过程当中的废热来加热电池包，提升低温工况下电池包温度窗口，提高电池包功率输出，经验证，NEDC(New European Driving Cycle，新欧洲驾驶周期)工况下6-8个循环电芯最低温度温升约为15℃左右，对应放电功率提升量约为20％，提升量较为明显。另外，本公开提出的构思还可扩展用于热泵系统废热回收、及化霜过程中电机回路及电池包回路中的废热回收等。
相应的，本公开实施例还提供一种新能源车辆，包括根据本公开任意实施方式所述的新能源车辆废热回收系统。
另外，需要说明的是，本公开实施方式对所有零部件的尺寸、结构、型号、功率等参数不作具体要求。本公开实施方式对整车连接管路管径、型号、材质不作具体要求。本公开实施方式对驱动电机和高电压器件的管路连接顺序不作具体要求。本公开实施方式对第二电子水泵、电池包和换热器的前后顺序不作具体要求。本公开实施方式可根据实车散热需求，进行零部件增添或删减。本公开实施方式各伺服部件的控制职能归属不做具体要求。本公开实施方式控制逻辑三种不同工作状态命名不做具体要求。本公开实施方式控制废热回收模式及蓄热模式实现的三通阀不做具体要求，可以用截止阀或其他方案实现。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本公开的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本公开实施例的计算处理设备中的一些或者全部部件的一些或者全部功能。本 公开还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本公开的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
例如，图9示出了可以实现根据本公开的方法的计算处理设备。该计算处理设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图10所述的便携式或者固定存储单元。该存储单元可以具有与图9的计算处理设备中的存储器1020类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由计算处理设备运行时，导致该计算处理设备执行上面所描述的方法中的各个步骤。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本公开的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本公开的实施例可以在没有这些具体细节的情况下被实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本公开可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
最后应说明的是：以上实施例仅用以说明本公开的技术方案，而非对其限制；尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术 人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围。
以上所述仅为本公开的较佳实施方式而已，并不用以限制本公开，凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。

Claims (13)

  1. 一种新能源车辆废热回收系统，其特征在于，所述新能源车辆废热回收系统包括：
    电机支路，包括驱动电机；
    电池包支路，包括电池包，所述电池包支路的冷却液入口与所述电机支路的冷却液入口连接，所述电池包支路的冷却液出口与所述电机支路的冷却液出口连接；
    第一管路，所述第一管路的冷却液入口与所述电池包支路的冷却液出口连接，所述第一管路的冷却液出口与所述电池包支路的冷却液入口连接；
    其中，通过控制冷却液在所述电机支路、所述电池包支路和所述第一管路中的流动能够实现蓄热模式或者废热回收模式。
  2. 根据权利要求1所述的新能源车辆废热回收系统，其特征在于，所述新能源车辆废热回收系统还包括：
    第一温度检测装置，用于测量所述电机支路的冷却液出口处的冷却液温度；以及
    第二温度检测装置，用于测量所述电池包的电芯的温度。
  3. 根据权利要求1所述的新能源车辆废热回收系统，其特征在于，所述新能源车辆废热回收系统还包括：散热器支路，包括散热器，所述散热器支路的冷却液出口与所述电机支路的冷却液入口连接，所述散热器支路的冷却液入口与所述电机支路的冷却液出口连接，
    其中，通过控制所述冷却液在所述散热器支路和所述电机支路中的流动而实现电机冷却模式。
  4. 根据权利要求3所述的新能源车辆废热回收系统，其特征在于，
    所述新能源车辆废热回收系统还包括：三通阀，所述三通阀的入口与所述电机支路的冷却液出口连接，所述三通阀的第一出口与所述电池包支路的冷却液出口连接，所述三通阀的第二出口与所述散热器支路的冷却液入口连接，
    所述电池包支路还包括与所述电池包的冷却液出口连接的截止阀。
  5. 根据权利要求1至4中任一项所述的新能源车辆废热回收系统，其特征在于，
    所述电机支路还包括高电压器件和第一电子水泵；
    所述电池包支路还包括第二电子水泵；和/或
    所述第一管路为换热器支路。
  6. 一种新能源车辆废热回收方法，其特征在于，用于根据权利要求1至5中任一项所述的新能源车辆废热回收系统，所述新能源车辆废热回收方法包括：
    获取所述电池包的电芯的温度和所述电机支路的冷却液出口处的第一冷却液温度；
    判断所述电芯的温度是否小于第一预设温度；
    在所述电芯的温度小于所述第一预设温度的情况下，判断所述第一冷却液温度是否小于第二预设温度且所述第一冷却液温度与所述电芯的温度之差是否不小于第三预设温度；
    在所述第一冷却液温度小于所述第二预设温度且所述第一冷却液温度与所述电芯的温度之差不小于所述第三预设温度的情况下，控制所述电机支路、所述电池包支路和所述第一管路之间接通，以实现所述废热回收模式；以及
    在所述第一冷却液温度小于所述第二预设温度而所述第一冷却液温度与所述电芯的温度之差小于所述第三预设温度的情况下，控制所述电池包支路断开、控制所述电机支路和所述第一管路接通，以实现所述蓄热模式。
  7. 根据权利要求6所述的新能源车辆废热回收方法，其特征在于，所述新能源车辆废热回收方法还包括：
    在执行所述废热回收模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差小于第四预设温度或者所述电芯的温度大于第五预设温度、且所述第一冷却液温度小于第六预设温度，则从所述废热回收模式切换至所述蓄热模式；以及
    在执行所述蓄热模式的情况下，如果所述第一冷却液温度与所述电芯的温度之差不小于所述第三预设温度且所述电芯的温度小于所述第一预设温度，则从所述蓄热模式切换至所述废热回收模式。
  8. 根据权利要求6所述的新能源车辆废热回收方法，其特征在于，所述新能源车辆废热回收方法还包括：
    在所述第一冷却液温度不小于所述第二预设温度，控制所述电机支路和所述散热器支路接通、控制所述电机支路与所述电池包支路和所述第一管路断开，以实现所述电机冷却模式。
  9. 根据权利要求8所述的新能源车辆废热回收方法，其特征在于，所述新能源车辆废热回收方法还包括：
    在执行所述电机冷却模式的情况下，如果所述第一冷却液温度小于第七预设温度，则从所述电机冷却模式切换至所述蓄热模式；
    在执行所述蓄热模式的情况下，如果所述第一冷却液温度不小于所述第二预设温度，则从所述蓄热模式切换至所述电机冷却模式；以及
    在执行所述废热回收模式的情况下，如果所述第一冷却液温度不小于第八预设温度，则从所述废热回收模式切换至所述电机冷却模式。
  10. 一种新能源车辆，其特征在于，设置有根据权利要求1至5中任一项所述的新能源车辆废热回收系统。
  11. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；以及
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行如权利要求6-9中任一项所述的新能源车辆废热回收方法。
  12. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求6-9中任一项所述的新能源车辆废热回收方法。
  13. 一种计算机可读介质，其中存储了如权利要求12所述的计算机程序。
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