Thermal management device of vehicle, control method of thermal management device of vehicle, and vehicle

Abstract

The invention relates to the technical field of vehicle heat management, and discloses a heat management device of a vehicle, a control method of the heat management device and the vehicle. The evaporation end assembly is arranged at the first end of the heat pipe body and communicates with the heat pipe body, and at least part of the evaporation end assembly is arranged in an intake manifold of the engine system; the condensation end assembly is arranged at the second end of the heat pipe body, communicates with the heat pipe body and is connected with a low-pressure side pipeline of the air conditioner loop; when the valve body controls the heat pipe body to be conducted, the evaporation end assembly is used for absorbing heat in the air inlet manifold so as to evaporate internal fluid to form steam, the steam is guided into the condensation end assembly through the heat pipe body, and the condensation end assembly is used for releasing heat to the low-pressure side pipeline through the steam so as to condense the steam. Therefore, heat exchange between intake air in the intake manifold and the refrigerant in the low-pressure side pipeline of the air conditioner is achieved through the heat management device, the intake air temperature of the intake manifold can be effectively reduced, and then the combustion efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle thermal management, in particular to a vehicle thermal management device, a control method thereof and a vehicle. BACKGROUND

[0002] The engine of a vehicle takes in air through an intake manifold, and the intake temperature of the intake manifold significantly affects the combustion effect of the engine. In a high-temperature environment of the vehicle, if the intake temperature is reduced, the combustion efficiency of the engine can be significantly improved.

[0003] In related technologies, the intake temperature of the intake manifold of the engine is generally reduced by structural arrangements, such as arranging a heat insulation structure to make the intake manifold away from a high-temperature area, or by designing an intake manifold with variable length or cross section to optimize air flow speed and temperature, etc. Therefore, the related technologies do not involve reducing the intake temperature of the intake manifold by a thermal management system of the vehicle. SUMMARY

[0004] In view of the above problems, the present application provides a vehicle thermal management device, a control method thereof and a vehicle. The heat exchange between the intake air in the intake manifold and the refrigerant in the low-pressure side pipe of the air conditioning circuit is realized by the thermal management device, which can effectively reduce the intake temperature of the intake manifold and further improve the combustion efficiency.

[0005] The first aspect of the present application provides a vehicle thermal management device, comprising: a heat pipe body provided with a valve body, a fluid being arranged in the heat pipe body; an evaporation end assembly arranged at a first end of the heat pipe body and in communication with the heat pipe body, at least a part of the evaporation end assembly being arranged in an intake manifold of an engine system; a condensation end assembly arranged at a second end of the heat pipe body and in communication with the heat pipe body, the condensation end assembly being connected with a low-pressure side pipe of an air conditioning circuit; wherein, when the valve body controls the heat pipe body to be in conduction, the evaporation end assembly is used to absorb heat in the intake manifold to evaporate the internal fluid to form steam, the steam in the evaporation end assembly is introduced into the condensation end assembly through the heat pipe body, and the condensation end assembly is used to release heat from the steam to the low-pressure side pipe to condense the steam introduced into the evaporation end assembly.

[0006] In some specific embodiments, the evaporation end assembly comprises a first evaporation pipe and a second evaporation pipe, both of which are in communication with the first end of the heat pipe body, and one end of each of the first evaporation pipe and the second evaporation pipe is arranged in the interior of the intake manifold to absorb heat in the intake manifold.

[0007] In some specific embodiments, the evaporation end assembly comprises a liquid inlet pipe, a gas outlet pipe and a heat exchanger, one end of each of the liquid inlet pipe and the gas outlet pipe is in communication with one end of the heat pipe body, and the other end of each of the liquid inlet pipe and the gas outlet pipe is in communication with the heat exchanger, and the heat exchanger is arranged in the intake manifold to absorb heat in the intake manifold.

[0008] In some embodiments, the condensing end assembly comprises a coaxial tube, an inner tube of the coaxial tube being in communication with the low-pressure side pipeline to transport the refrigerant, an outer tube of the coaxial tube being in communication with the second end of the heat pipe body, the heat pipe body being configured to transport the vapor into the outer tube so that the vapor in the outer tube releases heat to the refrigerant.

[0009] In some embodiments, the thermal management device of the vehicle further comprises a bypass pipe, a first end of the bypass pipe being in communication with the heat pipe body through the valve body, a second end of the bypass pipe being in communication with the condensing end assembly; wherein the valve body controls the portion of the heat pipe body located on the side of the valve body close to the condensing end assembly to be in communication with the bypass pipe when the heat pipe body is turned off, or the valve body controls the portion of the heat pipe body located on the side of the valve body close to the evaporating end assembly to be in communication with the bypass pipe when the heat pipe body is turned on.

[0010] The second aspect of the present application provides a control method of a thermal management device of a vehicle, the method being applied to any of the above-mentioned thermal management devices of the vehicle, and comprising: if the current ambient temperature is higher than the preset temperature, obtaining the current intake temperature of the intake manifold and the current refrigerant temperature of the low-pressure side pipeline; determining a first temperature difference between the current intake temperature and a target intake temperature, determining a second temperature difference between the current refrigerant temperature and a target refrigerant temperature, determining the cooling capacity corresponding to the first temperature difference and the heat load corresponding to the second temperature difference, and determining the current heat dissipation capacity of the thermal management device based on the current intake temperature and the current refrigerant temperature; determining an adjustment coefficient according to the size relationship among the cooling capacity, the heat load and the current heat dissipation capacity, and adjusting the current opening degree of the valve body based on the adjustment coefficient.

[0011] In some embodiments, the step of determining the adjustment coefficient according to the size relationship among the cooling capacity, the heat load and the current heat dissipation capacity, and adjusting the current opening degree of the valve body based on the adjustment coefficient, comprises: if the smaller one of the cooling capacity and the heat load is smaller than the current heat dissipation capacity, determining the adjustment coefficient as a first adjustment coefficient; if the smaller one of the cooling capacity and the heat load is greater than or equal to the current heat dissipation capacity, determining the adjustment coefficient as a second adjustment coefficient; adjusting the current opening degree of the valve body based on the first adjustment coefficient or the second adjustment coefficient; wherein the first adjustment coefficient is used to reduce the current opening degree of the valve body, and the second adjustment coefficient is used to increase the current opening degree of the valve body.

[0012] In some embodiments, before the step of adjusting the current opening degree of the valve body based on the adjustment coefficient, the method further comprises: determining a first influence coefficient based on the current intake temperature and the current refrigerant temperature, determining a second influence coefficient based on the cooling capacity and the heat load, and determining a target influence coefficient based on the first influence coefficient and the second influence coefficient; determining an initial opening degree of the valve body based on the target influence coefficient, the cooling capacity and the heat load; and the step of adjusting the current opening degree of the valve body based on the adjustment coefficient comprises: taking the product of the initial opening degree and the adjustment coefficient as a target opening degree, and adjusting the current opening degree of the valve body to the target opening degree.

[0013] In some specific embodiments, the step of determining the first influence coefficient based on the current intake air temperature and the current refrigerant temperature, determining the second influence coefficient based on the cooling capacity and the heat load, and determining the target influence coefficient based on the first influence coefficient and the second influence coefficient comprises: determining the first influence coefficient based on the current intake air temperature, the current refrigerant temperature, and a first preset relationship, determining the second influence coefficient based on the cooling capacity, the heat load, and a second preset relationship, and taking the larger one of the first influence coefficient and the second influence coefficient as the target influence coefficient; and the step of determining the initial opening degree of the valve body based on the target influence coefficient, the cooling capacity, and the heat load comprises: multiplying the larger one of the cooling capacity and the heat load by the target influence coefficient, and taking the product as the initial opening degree of the valve body.

[0014] The third aspect of the present application provides a vehicle, which comprises the thermal management device of any one of the above vehicles and a controller configured to perform the control method of the thermal management device of any one of the above vehicles.

[0015] The vehicle thermal management device provided by the present application has at least the following beneficial technical effects: the vehicle thermal management device comprises a heat pipe body provided with a valve body and a fluid arranged in the heat pipe body, an evaporation end assembly arranged at a first end of the heat pipe body and in communication with the heat pipe body, at least a part of the evaporation end assembly arranged in an intake manifold of an engine system, and a condensation end assembly arranged at a second end of the heat pipe body and in communication with the heat pipe body, the condensation end assembly connected to a low-pressure side pipeline of an air conditioning circuit; when the valve body controls the heat pipe body to be in conduction, the evaporation end assembly is configured to absorb heat in the intake manifold to evaporate the fluid in the evaporation end assembly to form steam, the steam in the evaporation end assembly is guided into the condensation end assembly through the heat pipe body, and the condensation end assembly is configured to release heat from the steam to the low-pressure side pipeline to condense the steam guided into the evaporation end assembly. Therefore, the heat exchange between the intake air in the intake manifold and the refrigerant in the low-pressure side pipeline of the air conditioning circuit is achieved by the thermal management device, which can effectively reduce the intake air temperature of the intake manifold and improve the combustion efficiency.

[0016] The above description is only a summary of the technical solutions of the embodiments of the present application, in order to more clearly understand the technical means of the embodiments of the present application, the embodiments of the present application can be implemented according to the content of the description, and in order to make the above and other purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the specific embodiments of the present application are described below. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings are only used to show the embodiments and are not considered as limiting the present application. Moreover, the same reference signs are used to represent the same components throughout the drawings. In the drawings: Figure 1is a structural schematic diagram of an embodiment of a heat management device of a vehicle provided in the present application; Figure 2 is a flow schematic diagram of an embodiment of a control method of a heat management device of a vehicle provided in the present application; Figure 3 is a flow schematic diagram of another embodiment of a control method of a heat management device of a vehicle provided in the present application; Figure 4 is a flow schematic diagram of still another embodiment of a control method of a heat management device of a vehicle provided in the present application; Figure 5 is a flow schematic diagram of still another embodiment of a control method of a heat management device of a vehicle provided in the present application.

[0018] Reference signs: heat management device 10 of a vehicle, heat pipe tube 11, valve body 111, evaporating end assembly 12, first evaporating pipe 121, second evaporating pipe 122, condensing end assembly 13, inner pipe 131, outer pipe 132, bypass pipe 13, intake manifold 20. DETAILED DESCRIPTION

[0019] Exemplary embodiments of the present application will be described in detail with reference to the drawings. Although exemplary embodiments of the present application are shown in the drawings, it is understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of protection of the present application.

[0020] If the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description and should not be understood as indicating or implying the relative importance of the indicated technical features or implying the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing throughout the text is that it includes three parallel schemes. For example, "A and / or B" includes A scheme, or B scheme, or A and B schemes. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the fact that a person of ordinary skill in the art can realize it. When the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist and is not within the scope of protection claimed by the present application.

[0021] The first aspect of the present application provides a heat management device 10 of a vehicle, Figure 1 is a structural schematic diagram of an embodiment of a heat management device 10 of a vehicle provided in the present application.

[0022] In combination Figure 1The heat management device 10 of the vehicle comprises a heat pipe tube 11, an evaporation end assembly 12 and a condensation end assembly 13, the evaporation end assembly 12 and the condensation end assembly 13 are respectively arranged at the first end and the second end (opposite ends) of the heat pipe tube 11 and are in communication with the heat pipe tube 11. The heat pipe tube 11 is provided with a valve body 111 for controlling the on-off of the heat pipe tube 11, and the heat pipe tube 11 is provided with a fluid which can flow in the heat pipe tube 11 and evaporate through the evaporation end assembly 12, and the vapor formed by evaporation can be condensed by the condensation end assembly 13 to form fluid again.

[0023] It should be understood that the heat pipe is a kind of high-efficiency passive heat transfer device, which realizes rapid heat transfer by using fluid phase change (evaporation and condensation) and capillary action or gravity-driven circulation, and its heat transfer efficiency can reach hundreds of times of that of metal, and is widely used in heat dissipation, temperature equalization and other fields. The inner wall of the heat pipe tube 11 can be provided with a capillary structure (not shown in the figure), which can be, for example, a metal mesh, a sintered powder or the like, to drive the fluid in the heat pipe to flow back by capillary force, that is, to drive the fluid in the condensation end assembly 13 to flow towards the evaporation end assembly 12. In order to make the fluid formed in the condensation end assembly 13 flow better to the evaporation end assembly 12, a capillary structure can be arranged in the condensation end assembly 13 to provide capillary force.

[0024] Further, at least part of the evaporation end assembly 12 is arranged in the intake manifold 20 of the engine system, so that the fluid in the evaporation end assembly 12 can exchange heat with the intake air in the intake manifold 20. The condensation end assembly 13 is connected with the low-pressure side pipeline of the air conditioning circuit, so that the vapor in the condensation end assembly 13 can exchange heat with the refrigerant in the low-pressure side pipeline.

[0025] In combination with the above, when the heat management device 10 of the vehicle is used for heat conduction, the valve body 111 controls the heat pipe tube 11 to be conducted, at this time, the temperature of the intake air in the intake manifold 20 is higher than that of the fluid, and the evaporation end assembly 12 is used to absorb the heat in the intake manifold 20 to evaporate the fluid inside to form vapor. The vapor in the evaporation end assembly 12 is further introduced into the condensation end assembly 13 through the heat pipe tube 11, at this time, the low-pressure side pipeline transmits low-temperature gaseous refrigerant, and the condensation end assembly 13 is used to release heat to the refrigerant in the low-pressure side pipeline by the vapor, so that the vapor introduced into the evaporation end assembly 12 is condensed to form fluid. The fluid formed by condensation will be further transmitted to the evaporation end assembly 12 through the heat pipe tube 11, thereby realizing the circulation of the fluid, and realizing the transmission of the heat of the intake air in the intake manifold 20 to the refrigerant in the low-pressure side pipeline.

[0026] In summary, based on the above-mentioned embodiment, the heat management device 10 of the vehicle is provided, which realizes the heat exchange between the intake air in the intake manifold 20 and the refrigerant in the low-pressure side pipeline of the air conditioner through the heat management device, can effectively reduce the temperature of the intake air in the intake manifold 20, and further improve the combustion efficiency.

[0027] Continuing with Figure 1 In some embodiments, the evaporation end assembly 12 includes a first evaporation pipe 121 and a second evaporation pipe 122, both of which are in communication with the first end of the heat pipe body 11. One end of the first evaporation pipe 121 and the second evaporation pipe 122 is arranged inside the intake manifold 20 to absorb heat in the intake manifold 20. The first evaporation pipe 121 and the second evaporation pipe 122 are fixed to a specific structure, and thus their positions relative to the intake manifold 20 are fixed.

[0028] Specifically, the first evaporation pipe 121 and the second evaporation pipe 122 are part of the evaporation end assembly 12, and both are in communication with the first end of the heat pipe body 11, so that the evaporation end assembly 12 is arranged at the first end of the heat pipe body 11. At this time, the fluid exchanges heat with the intake air in the part of the first evaporation pipe 121 and the second evaporation pipe 122 located inside the intake manifold 20, thereby absorbing heat in the intake manifold 20.

[0029] The number of evaporation pipes is not limited to two. For example, in some embodiments, as shown in FIG. 4, the number of evaporation pipes can be four, i.e., a third evaporation pipe and a fourth evaporation pipe are also included. Through the arrangement of the evaporation pipes, heat exchange between the fluid and the intake air can be achieved by a simple structure, and the intake of the intake manifold 20 will not be affected. Figure 4

[0030] For another arrangement of the evaporation end assembly 12, in some embodiments, the evaporation end assembly 12 includes a liquid inlet pipe (not shown), a gas outlet pipe (not shown), and a heat exchanger (not shown). One end of the liquid inlet pipe and one end of the gas outlet pipe are both in communication with one end of the heat pipe body 11. The other end of the liquid inlet pipe and the other end of the gas outlet pipe are both in communication with the heat exchanger, which is arranged in the intake manifold 20 to absorb heat in the intake manifold 20.

[0031] Specifically, one end of the liquid inlet pipe can be in communication with the part of the heat pipe body 11 located on the side of the valve body 111 close to the condensation end assembly 13, i.e., the part of the heat pipe body 11 located on the left side of the valve body 111, so that the fluid in the heat pipe body 11 can better enter the liquid inlet pipe. One end of the gas outlet pipe can be in communication with the part of the heat pipe body 11 located on the side of the valve body 111 away from the condensation end assembly 13, i.e., the part of the heat pipe body 11 located on the left side of the valve body 111. At this time, the fluid enters the heat exchanger through the liquid inlet pipe, and the fluid in the heat exchanger exchanges heat with the intake air in the intake manifold 20 to absorb heat in the intake manifold 20.

[0032] Continuing with Figure 1 ​In some specific embodiments, the condensing end assembly 13 comprises a coaxial pipe, an inner pipe 131 of the coaxial pipe is in communication with the low-pressure side pipeline to transmit the refrigerant, and an outer pipe 132 of the coaxial pipe is in communication with the second end of the heat pipe body 11, and the heat pipe body 11 is used to transmit the vapor into the outer pipe 132, so that the vapor in the outer pipe 132 releases heat to the refrigerant.

[0033] It should be understood that the inner pipe 131 of the coaxial pipe is coaxially arranged with the outer pipe 132, and the inner pipe 131 can constitute a part of the low-pressure side pipeline, and then be in communication with other low-pressure side pipelines. Among them, the low-pressure side pipeline is a pipeline between the outlet of the evaporator and the inlet of the compressor in the air conditioning circuit, and this section of pipeline transmits gaseous refrigerant. The outer pipe 132 of the coaxial pipe is in communication with the second end of the heat pipe body 11, which can be that the side wall of the coaxial pipe is in communication with the second end of the heat pipe body 11. At this time, the vapor in the heat pipe body 11 can be directly introduced into the outer pipe 132, and then the vapor in the outer pipe 132 exchanges heat with the gaseous refrigerant in the inner pipe 131, so as to release heat from the vapor to the refrigerant.

[0034] Among them, in order to make the fluid in the coaxial pipe well transmitted into the heat pipe body 11, a capillary structure can be arranged in the coaxial pipe.

[0035] Continuing to combine Figure 1 In some specific embodiments, the thermal management device 10 of the vehicle further comprises a bypass pipe 13, a first end of the bypass pipe 13 is in communication with the heat pipe body 11 through the valve body 111, and a second end of the bypass pipe 13 is in communication with the condensing end assembly 13. At this time, the valve body 111 can be a three-way valve body 111, which has three communication ports that can be communicated with each other, and at this time, the three communication ports of the valve body 111 are respectively in communication with the two sections of the heat pipe body 11 and the bypass pipe 13.

[0036] Based on the arrangement of the bypass pipe 13, the valve body 111 has the following control modes: Mode one: when the valve body 111 controls the heat pipe body 11 to be turned off, the part of the heat pipe body 11 located on the side close to the condensing end assembly 13 of the valve body 111 is in communication with the bypass pipe 13.

[0037] In some application scenarios, the heat management device 10 of the vehicle does not need to be started, at which time the heat pipe body 11 needs to be controlled to be closed, so that the fluid transmission between the condensing end assembly 13 and the evaporating end assembly 12 cannot be achieved. At this time, the part of the heat pipe body 11 located on the side of the valve body 111 close to the condensing end assembly 13 can exchange heat with the vapor in the coaxial pipe to a certain extent, causing the temperature of the vapor in the coaxial pipe to change and produce a certain influence. Therefore, at this time, the part of the heat pipe body 11 located on the side of the valve body 111 close to the condensing end assembly 13 is controlled to be in communication with the bypass pipe 13, so that a loop is formed between the part of the heat pipe body 11 located on the side of the valve body 111 close to the condensing end assembly 13, the coaxial pipe, and the bypass pipe 13, heat circulation is achieved, and bad influence is avoided.

[0038] Mode two: When the valve body 111 controls the heat pipe body 11 to be conductive, the part of the heat pipe body 11 located on the side of the valve body 111 close to the evaporating end assembly 12 is controlled to be in communication with the bypass pipe 13.

[0039] In an application scenario, the vapor can be transmitted into the coaxial pipe through the bypass pipe 13, so that the vapor has a better heat exchange effect in the coaxial pipe. At this time, the parts of the heat pipe body 11 located on the left and right sides of the valve body 111 are all conductive, and the part of the heat pipe body 11 located on the right side of the valve body 111 is also in communication with the bypass pipe 13. Therefore, the part of the heat pipe body 11 located on the right side of the valve body 111 can directly guide the vapor into the part located on the left side and the bypass pipe 13.

[0040] The second aspect of the present application provides a control method of a heat management device of a vehicle. Figure 2 is a flowchart of an embodiment of the control method of the heat management device of the vehicle provided by the present application, which is combined with Figure 2 The method comprises the following steps: S101: If the current environment temperature is higher than the preset temperature, the current intake temperature of the intake manifold and the current refrigerant temperature of the low-pressure side pipeline are obtained.

[0041] It should be understood that when the current environment temperature is high, the user will start the air conditioning system, and then cool the passenger compartment of the vehicle through the air conditioning system. At this time, since the intake temperature of the intake manifold is determined by the environment temperature to a certain extent, the intake temperature of the intake manifold will be high, and the intake temperature needs to be reduced. At this time, the cooling effect of the air conditioner is relatively good, so part of the heat in the intake manifold is conducted to the gaseous refrigerant, and the air conditioning system can also well dissipate the heat through the air conditioning circuit without affecting the cooling function of the air conditioning system.

[0042] The preset temperature can be a higher temperature. When the current ambient temperature is higher than the preset temperature, it indicates that the current ambient temperature is high, and at this time, it is suitable to conduct heat of the intake manifold to the air conditioning system for dissipation through the thermal management device of the vehicle. Therefore, when the current ambient temperature is higher than the preset temperature, the related control method for the thermal management device of the vehicle is executed, and first, the current intake temperature of the intake manifold and the current refrigerant temperature of the low-pressure side pipeline are obtained. The current intake temperature and the current refrigerant temperature can be detected in real time by a sensor or calculated in real time by some other parameters.

[0043] S102: Determine the first temperature difference between the current intake temperature and the target intake temperature, determine the second temperature difference between the current refrigerant temperature and the target refrigerant temperature, determine the heat load corresponding to the first temperature difference and the cold quantity corresponding to the second temperature difference, and determine the current heat dissipation capacity of the thermal management device based on the current intake temperature and the current refrigerant temperature.

[0044] The target intake temperature and the target refrigerant temperature are set in advance according to actual needs, for example, the target intake temperature can be determined in the range of 35°C-40°C, and the target refrigerant temperature can be determined in the range of 5-10°C. After the current intake temperature and the current refrigerant temperature are determined, the corresponding first temperature difference and second temperature difference can be directly calculated.

[0045] It should be understood that the cold quantity represents the heat that can be transferred per second (1 kW = 1 kJ / s), and the cold quantity mainly depends on the temperature difference requirement. The greater the difference between the target temperature and the ambient temperature, the higher the required cold quantity. For example, more cold quantity is required in summer than in spring and autumn. The heat load and the cold quantity represent similar concepts, representing the total heat exchanged between the system and the environment per unit time, and the main influencing factor is also the difference between the target temperature and the ambient temperature. Therefore, the cold quantity actually reflects the heat exchange capacity of the low-pressure side pipeline refrigerant with the outside world, and the heat load reflects the heat exchange capacity of the intake air in the intake manifold with the outside world.

[0046] In some application scenarios, the cold quantity Q1=C1*m1*▲1, where C1 represents the specific heat capacity of the refrigerant, m1 represents the flow rate of the refrigerant, and ▲1 represents the second temperature difference. The heat load Q2=C2*m2*▲2, where C2 represents the specific heat capacity of the intake air, m2 represents the flow rate of the intake air, and ▲2 represents the first temperature difference. The heat dissipation capacity (i.e., heat exchange capacity) of the thermal management device is also limited, and at this time, the current intake temperature and the current refrigerant temperature are required to determine the current heat dissipation capacity of the thermal management device, i.e., to determine the current heat exchange capacity of the thermal management device. At this time, the current heat dissipation capacity is mainly determined by the current intake temperature and the current refrigerant temperature.

[0047] In some application scenarios, the heat dissipation capacity of the heat management device is Q=kA(T h-T c ) / L, where Q is the heat flow, k is the thermal conductivity, A is the effective heat dissipation cross section of the heat pipe, T h is the current temperature, T c is the current refrigerant temperature, and L is the length of the heat pipe.

[0048] S103: Determine the adjustment coefficient according to the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, and adjust the current opening degree of the valve body based on the adjustment coefficient.

[0049] In combination with the above, the cooling capacity and the heat load both represent the heat exchange capacity, and the current heat dissipation capacity represents the heat exchange capacity of the heat management device. In the heat exchange process of the heat management device, the three need to be balanced, that is, a heat exchange degree is determined through the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, at which the three can be balanced at the same time, and a good reduction effect on the intake air temperature can be achieved. At this time, if the current opening degree of the valve body is not suitable at the heat exchange degree, the current opening degree of the valve body needs to be adjusted, and the adjustment coefficient for adjusting the current opening degree can be determined by the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, that is, the adjustment coefficient is determined by the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity.

[0050] Figure 3 is a flowchart of another embodiment of the control method of the heat management device of the vehicle provided in the present application.

[0051] In combination with Figure 3 In some specific embodiments, the step of determining the adjustment coefficient according to the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, and adjusting the current opening degree of the valve body based on the adjustment coefficient, that is, the above step S103, includes: S201: If the smaller one of the cooling capacity and the heat load is smaller than the current heat dissipation capacity, determine the adjustment coefficient as a first adjustment coefficient.

[0052] It should be understood that in the heat exchange process of the condensing end assembly and the evaporating end assembly, a larger and suitable heat exchange degree is desired, at which the smaller one of the two can be taken as the heat exchange capacity. If the smaller one of the cooling capacity and the heat load is smaller than the current heat dissipation capacity, it indicates that the current heat exchange capacity of the heat management device is surplus, at which the heat exchange capacity of the heat management device needs to be reduced, and therefore the first adjustment coefficient is determined to reduce the current opening degree of the valve body to reduce the heat exchange capacity of the heat management device.

[0053] S202: If the smaller one of the cooling capacity and the heat load is greater than or equal to the current heat dissipation capacity, determine the adjustment coefficient as a second adjustment coefficient.

[0054] If the smaller one of the cold quantity and the heat load is greater than or equal to the current heat dissipation capacity, it indicates that the current heat dissipation capacity of the heat management device is insufficient to meet the maximum heat exchange between the condensing end assembly and the evaporating end assembly, and thus the heat exchange capacity of the heat management device needs to be increased, and therefore the second adjustment coefficient is used to increase the current opening degree of the valve body.

[0055] S203: Adjust the current opening degree of the valve body based on the first adjustment coefficient or the second adjustment coefficient.

[0056] After the first adjustment coefficient and the second adjustment coefficient are obtained, the current opening degree of the valve body can be adjusted to increase or decrease the current opening degree of the valve body.

[0057] Figure 4 is a flowchart of another embodiment of the control method of the heat management device of the vehicle provided in the present application.

[0058] In combination Figure 4 In some embodiments, before the step of adjusting the current opening degree of the valve body based on the adjustment coefficient, the method comprises: S301: Determine a first influence coefficient based on the current intake air temperature and the current refrigerant temperature, determine a second influence coefficient based on the cold quantity and the heat load, and determine a target influence coefficient based on the first influence coefficient and the second influence coefficient.

[0059] It should be understood that when the heat management device is initially operated, an initial opening degree needs to be determined so that the opening degree of the valve body is the initial opening degree when the heat management device is initially operated.

[0060] The current intake air temperature and the current refrigerant temperature actually affect the opening degree of the valve body. For example, when the current intake air temperature is high and the current refrigerant temperature is low, the opening degree of the valve body can be set to be high to transfer the heat in the intake manifold to the low-pressure side pipeline to a greater extent. The current intake air temperature, the current refrigerant temperature, and the first influence coefficient can have a first preset relationship, in which if the current refrigerant temperature is constant, the higher the current intake air temperature, the greater the corresponding first influence coefficient.

[0061] Similarly, in another dimension, the cold quantity and the heat load also affect the opening degree of the valve body. At this time, the cold quantity, the heat load, and the second influence coefficient have a second preset relationship, in which if the cold quantity is constant, the higher the heat load, the greater the corresponding second influence coefficient.

[0062] The first influence coefficient and the second influence coefficient can both well reflect the expectation for the opening degree of the valve body, and at this time, a related strategy can be preset to determine a comprehensive target influence coefficient by comprehensively considering the first influence coefficient and the second influence coefficient.

[0063] S302: Determine the initial opening degree of the valve body based on the target influence coefficient, the cold quantity and the heat load, and control the opening degree of the valve body to be the initial opening degree.

[0064] The preset relationship between the target influence coefficient, the cold quantity, the heat load and the initial opening degree can be preset, and then the initial opening degree is determined based on these parameters and the preset relationship.

[0065] It should be understood that after obtaining the initial opening degree, the opening degree of the valve body of the thermal management device can be controlled to be the initial opening degree, so that the thermal management device starts to run to exchange heat between the condensing end assembly and the evaporating end assembly.

[0066] In combination with the above, the step of adjusting the current opening degree of the valve body based on the adjustment coefficient includes: The product of the current opening degree and the adjustment coefficient is taken as the target opening degree, and the current opening degree of the valve body is adjusted to the target opening degree.

[0067] Wherein, after the valve body of the thermal management device runs at the initial opening degree, the initial opening degree can be adjusted according to the adjustment coefficient in the subsequent valve body opening degree adjustment process, which is the initial adjustment process of the valve body. In the subsequent process, the product of the current opening degree and the adjustment coefficient is taken as the target opening degree.

[0068] Figure 5 is a flowchart of another embodiment of the control method of the thermal management device of the vehicle provided in the present application.

[0069] In some specific embodiments, the step of determining the target influence coefficient based on the current intake air temperature and the current refrigerant temperature, determining the second influence coefficient based on the cold quantity and the heat load, and determining the target influence coefficient based on the first influence coefficient and the second influence coefficient, i.e. the above step S301, includes: S401: Determine the first influence coefficient based on the current intake air temperature, the current refrigerant temperature and the first preset relationship, determine the second influence coefficient based on the cold quantity, the heat load and the second preset relationship, and take the larger one of the first influence coefficient and the second influence coefficient as the target influence coefficient.

[0070] Wherein, the relationship between the current intake air temperature, the current refrigerant temperature and the first influence coefficient is the first preset relationship, so that after obtaining the current intake air temperature and the current refrigerant temperature, the first influence coefficient can be determined based on the first preset relationship. Similarly, the relationship between the cold quantity, the heat load and the second influence coefficient is the second preset relationship, so that after obtaining the cold quantity and the heat load, the second influence coefficient can be determined based on the second preset relationship.

[0071] In some application scenarios, the first influence coefficient is higher when the current refrigerant temperature is lower and the current intake air temperature is higher. The second influence coefficient is higher when the heat load is higher or the cooling capacity is higher, or when the smaller one of the heat load and the cooling capacity is higher.

[0072] It should be understood that the larger one of the first influence coefficient and the second influence coefficient is taken as the target influence coefficient, so that the initial opening degree determined by the target influence coefficient can achieve better heat exchange effect on the basis of the system heat exchange capacity, so as to better achieve the reduction of the intake air temperature in the intake manifold.

[0073] Based on the target influence coefficient, the cooling capacity, and the heat load, the step of determining the initial opening degree of the valve body includes: S402: multiplying the larger one of the cooling capacity and the heat load by the target influence coefficient, and taking the product as the initial opening degree of the valve body.

[0074] After obtaining the target influence coefficient, the final initial opening degree is further obtained according to the cooling capacity and the heat load. Multiplying the larger one of the cooling capacity and the heat load by the target influence coefficient can make the obtained initial opening degree larger, so as to greatly reduce the intake air temperature.

[0075] The third aspect of the present application provides a vehicle, which includes the thermal management device of the vehicle in any of the above embodiments and a controller configured to perform the control method of the thermal management device of the vehicle in any of the above embodiments. For specific description of the controller performing the above method, please refer to the related content of the above embodiments.

[0076] In summary, based on the thermal management device of the vehicle and the control method and the vehicle provided by the present application, the thermal management device of the vehicle includes: a heat pipe body provided with a valve body, and a fluid is arranged in the heat pipe body; an evaporation end assembly arranged at a first end of the heat pipe body and in communication with the heat pipe body, at least part of the evaporation end assembly is arranged in an intake manifold of an engine system; a condensation end assembly arranged at a second end of the heat pipe body and in communication with the heat pipe body, the condensation end assembly is connected with a low-pressure side pipeline of an air conditioning circuit; when the valve body controls the heat pipe body to be in conduction, the evaporation end assembly is used to absorb heat in the intake manifold to evaporate the internal fluid to form steam, the steam in the evaporation end assembly is introduced into the condensation end assembly through the heat pipe body, and the condensation end assembly is used to release heat from the steam to the low-pressure side pipeline, so that the steam introduced into the evaporation end assembly is condensed. Therefore, the heat exchange between the intake air in the intake manifold and the refrigerant in the low-pressure side pipeline of the air conditioner is realized through the thermal management device, which can effectively reduce the intake air temperature of the intake manifold, and further improve the combustion efficiency.

[0077] The above merely provides preferred exemplary embodiments of the present application, and is not intended to limit the implementation of the present application. Based on the main concept and spirit of the present application, the person skilled in the art can easily make corresponding changes or modifications, and the protection scope of the present application should be subject to the protection scope required by the claims.

Claims

1. A thermal management device for a vehicle, characterized by, The heat management device for vehicle comprises a heat pipe body provided with a valve body, a fluid is arranged in the heat pipe body, an evaporation end assembly is arranged at a first end of the heat pipe body and communicates with the heat pipe body, at least part of the evaporation end assembly is arranged in an intake manifold of an engine system, a condensation end assembly is arranged at a second end of the heat pipe body and communicates with the heat pipe body, the condensation end assembly is connected with a low-pressure side pipeline of an air conditioning circuit, wherein, when the valve body controls the heat pipe body to be turned on, the evaporation end assembly is used to absorb heat in the intake manifold to evaporate the fluid in the evaporation end assembly to form steam, the steam in the evaporation end assembly is introduced into the condensation end assembly through the heat pipe body, and the condensation end assembly is used to release heat of the steam to the low-pressure side pipeline to condense the steam introduced into the evaporation end assembly.

2. The heat management device for vehicle according to claim 1, wherein the evaporation end assembly comprises a first evaporation pipe and a second evaporation pipe, the first evaporation pipe and the second evaporation pipe both communicate with the first end of the heat pipe body, and one end of the first evaporation pipe and the second evaporation pipe is arranged in the intake manifold to absorb heat in the intake manifold.

3. The heat management device for vehicle according to claim 1, wherein the evaporation end assembly comprises a liquid inlet pipe, a gas outlet pipe and a heat exchanger, one end of the liquid inlet pipe and one end of the gas outlet pipe both communicate with one end of the heat pipe body, the other end of the liquid inlet pipe and the gas outlet pipe both communicate with the heat exchanger, and the heat exchanger is arranged in the intake manifold to absorb heat in the intake manifold.

4. The heat management device for vehicle according to claim 1, wherein the condensation end assembly comprises a coaxial pipe, an inner pipe of the coaxial pipe communicates with the low-pressure side pipeline to transmit refrigerant, and an outer pipe of the coaxial pipe communicates with the second end of the heat pipe body, the heat pipe body is used to transmit steam into the outer pipe, so that the steam in the outer pipe releases heat to the refrigerant.

5. The heat management device for vehicle according to claim 1, further comprising a bypass pipe, a first end of the bypass pipe communicates with the heat pipe body through the valve body, and a second end of the bypass pipe communicates with the condensation end assembly, wherein, when the valve body controls the heat pipe body to be turned off, the part of the heat pipe body located on the side of the valve body close to the condensation end assembly communicates with the bypass pipe, or when the valve body controls the heat pipe body to be turned on, the part of the heat pipe body located on the side of the valve body close to the evaporation end assembly communicates with the bypass pipe. The method is applied to the heat management device for vehicle in any one of claims 1-5, comprising: if the current environment temperature is higher than the preset temperature, obtaining the current intake temperature of the intake manifold and the current refrigerant temperature of the low-pressure side pipeline. ​ ​ ​ ​ ​ ​ ​ ​ 6. A control method of a thermal management device of a vehicle, characterized by, ​ ​ determining a first temperature difference between the current intake air temperature and a target intake air temperature, a second temperature difference between the current refrigerant temperature and a target refrigerant temperature, a heat load corresponding to the first temperature difference, and a cooling capacity corresponding to the second temperature difference, and determining a current heat dissipation capacity of the thermal management device based on the current intake air temperature and the current refrigerant temperature; determining an adjustment coefficient based on a size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, and adjusting the current opening degree of the valve body based on the adjustment coefficient. 7.The control method of the thermal management device of the vehicle according to claim 6, wherein the step of determining the adjustment coefficient based on the size relationship among the cooling capacity, the heat load, and the current heat dissipation capacity, and adjusting the current opening degree of the valve body based on the adjustment coefficient, comprises: if the smaller one of the cooling capacity and the heat load is smaller than the current heat dissipation capacity, determining the adjustment coefficient as a first adjustment coefficient; if the smaller one of the cooling capacity and the heat load is greater than or equal to the current heat dissipation capacity, determining the adjustment coefficient as a second adjustment coefficient; adjusting the current opening degree of the valve body based on the first adjustment coefficient or the second adjustment coefficient; wherein the first adjustment coefficient is used to reduce the current opening degree of the valve body, and the second adjustment coefficient is used to increase the current opening degree of the valve body. 8.The control method of the thermal management device of the vehicle according to claim 6, wherein before the step of adjusting the current opening degree of the valve body based on the adjustment coefficient, comprises: determining a first influence coefficient based on the current intake air temperature and the current refrigerant temperature, determining a second influence coefficient based on the cooling capacity and the heat load, and determining a target influence coefficient based on the first influence coefficient and the second influence coefficient; determining an initial opening degree of the valve body based on the target influence coefficient, the cooling capacity, and the heat load, and controlling the opening degree of the valve body to be the initial opening degree. 9.The control method of the thermal management device of the vehicle according to claim 8, wherein the step of determining the first influence coefficient based on the current intake air temperature and the current refrigerant temperature, determining the second influence coefficient based on the cooling capacity and the heat load, and determining the target influence coefficient based on the first influence coefficient and the second influence coefficient, comprises: determining the first influence coefficient based on the current intake air temperature, the current refrigerant temperature, and a first preset relationship, determining the second influence coefficient based on the cooling capacity, the heat load, and a second preset relationship, and taking the larger one of the first influence coefficient and the second influence coefficient as the target influence coefficient; the step of determining the initial opening degree of the valve body based on the target influence coefficient, the cooling capacity, and the heat load, comprises: multiplying the larger one of the cooling capacity and the heat load by the target influence coefficient, and taking the product as the initial opening degree of the valve body.

10. A vehicle characterized by comprising: The vehicle includes the thermal management device of the vehicle according to any one of claims 1 to 5 and a controller configured to execute the control method of the thermal management device of the vehicle according to any one of claims 6 to 9.

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