Vehicle-based thermal management integrated system, thermal management method, vehicle, storage medium and program product

Abstract

The embodiment of the invention provides a thermal management integrated system based on a vehicle, a thermal management method, the vehicle, a storage medium and a program product. The energy storage unit is installed in the vehicle body covering part, the energy storage unit comprises a flow channel structure, and the flow channel structure is filled with a functional medium achieving energy storage and release through state changes; the sensing assembly is used for collecting vehicle running state parameters, functional medium state parameters and surrounding environment parameters; and the control assembly is connected with the energy storage unit and the sensing assembly and used for controlling the energy storage unit to conduct energy storage or energy release so as to adjust the temperature of the vehicle according to the vehicle running state parameters, the functional medium state parameters and the surrounding environment parameters collected by the sensing assembly. By integrating the vehicle body covering part, the energy storage unit, the sensing assembly and the control assembly, the vehicle body covering part is upgraded from a single bearing structure to a thermal management integrated carrier.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an integrated thermal management system, thermal management method, vehicle, storage medium, and program product based on a vehicle. Background Technology

[0002] In the field of new energy vehicles, the problem of functional simplification of vehicle body structure has long existed. Traditional body panels, such as doors, roofs, and hoods, only bear mechanical load-bearing functions, while energy storage relies on independent battery systems, resulting in high redundancy in thermal management systems and low energy utilization. Summary of the Invention

[0003] The purpose of this application is to provide an integrated thermal management system, thermal management method, vehicle, storage medium and program product based on a vehicle, so as to achieve the technical effect of integrated and efficient energy storage and temperature regulation.

[0004] A first aspect of this application provides a vehicle-based integrated thermal management system, the system comprising: Body panels; An energy storage unit is installed inside the vehicle body panel. The energy storage unit includes a flow channel structure, which is filled with a functional medium that stores and releases energy through state changes. Sensing components are used to collect vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters; A control component, connected to the energy storage unit and the sensing component, is used to control the energy storage unit to store or release energy to regulate the temperature of the vehicle based on the vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters collected by the sensing component.

[0005] In the above implementation process, by integrating body panels, energy storage units, sensing components, and control components, the body panels are upgraded from a single load-bearing structure to an integrated carrier of load-bearing, energy storage, and thermal management. This not only enables direct and efficient storage of braking energy (reducing losses in traditional multi-stage conversion), but also allows for on-demand adjustment of vehicle temperature based on sensing data, significantly reducing the dependence of thermal management on battery power. While improving energy utilization efficiency, this also improves the vehicle's adaptability in extreme temperature environments, overcoming the shortcomings of traditional vehicles such as fragmented functions, high energy consumption, and slow response.

[0006] Furthermore, the flow channel structure is a three-dimensional flow channel, and the flow channel structure is made of a material with strength and thermal conductivity that meet preset requirements. The flow channel structure is arranged along the stress uniform region of the vehicle body panel.

[0007] In the above implementation process, by defining the flow channel structure as a three-dimensional shape, using materials with strength and thermal conductivity that meet the preset requirements, and laying them out along the stress uniform area of ​​the body panel, it is ensured that the flow channel can adapt to the body surface to achieve conformal integration with the panel without affecting the body appearance and assembly, while also being able to withstand the mechanical stress during braking to avoid flow channel breakage. At the same time, it ensures efficient heat exchange between the functional medium and the body and the outside world, taking into account both structural safety and thermal management efficiency, and overcoming the defects of insufficient strength or inefficient thermal conductivity caused by unreasonable flow channel layout.

[0008] Furthermore, the surface of the flow channel structure is provided with a selective absorption coating.

[0009] In the above implementation process, by setting a selective absorption coating on the surface of the flow channel structure, the flow channel can efficiently capture solar radiation energy and reduce its own heat radiation loss. In summer, the coating can absorb external heat to reduce the air conditioning cooling load, and in winter, it can help absorb ambient heat to improve energy storage efficiency, thereby further reducing thermal management energy consumption.

[0010] Furthermore, the functional medium includes phase change materials and / or fluid media containing thermally conductive particles; the phase change material absorbs energy through solid-liquid phase change and releases energy through liquid-solid phase change; the fluid medium stores or releases sensible heat through temperature changes.

[0011] In the above implementation process, by defining the functional medium as phase change material (phase change material absorbs energy through solid-liquid phase change / releases energy through liquid-solid phase change) and / or fluid medium containing thermally conductive particles (fluid medium containing thermally conductive particles stores / releases sensible heat through temperature change), the phase change material undertakes long-term, high-density latent heat storage (suitable for long-term storage of braking energy), and the fluid medium undertakes short-term, rapid sensible heat transfer (suitable for high-frequency, rapid temperature regulation requirements). The two work together to cover different energy storage / release conditions, which not only improves the system's energy storage density but also accelerates the thermal response speed, solving the problem of low energy storage density or slow response of a single medium.

[0012] Furthermore, the sensing components include sensors for monitoring the vehicle's braking state, sensors for monitoring the strain of the vehicle body panels, sensors for monitoring the temperature and phase change state of the functional medium, and sensors for monitoring the ambient temperature.

[0013] In the above implementation process, by clearly defining the sensing components as four types of sensors that monitor vehicle braking status, body panel strain, functional medium temperature and phase change state, and ambient temperature, accurate monitoring of vehicle braking, structural safety, medium state, and environmental conditions can be achieved in all dimensions.

[0014] Furthermore, it also includes an execution component connected to the control component for adjusting the pressure within the flow channel structure or adjusting the flow state of the functional medium. The execution component includes a pressure regulating device and / or a fluid driving device.

[0015] In the above implementation process, by adding an actuator that is connected to the control component and includes a pressure regulating device (such as a piezoelectric pressure compensation valve) and / or a fluid drive device (such as a brushless DC circulating pump), the pressure and flow rate of the functional medium in the flow channel can be precisely adjusted according to the control command: during energy storage, the pressure is increased to promote the phase change of the medium; during protection, the pressure is reduced to prevent structural damage; during temperature regulation, the flow rate is adjusted to control the heat exchange rate, ensuring a dynamic balance between energy storage and release efficiency and structural safety.

[0016] A second aspect of this application provides a thermal management method based on a vehicle-based integrated thermal management system as described in any of the first aspects, the method comprising: When the vehicle is determined to be in a braking state by the vehicle operating status parameters collected by the sensing components, the energy generated by braking is stored by the functional medium in the flow channel structure of the energy storage unit set inside the body panel through the elastic deformation of the body panel. If the functional medium state parameters and surrounding environmental parameters collected by the sensing component determine that the vehicle needs temperature regulation, the control component controls the energy storage unit to release the stored energy or controls the energy storage unit to absorb external energy in order to regulate the temperature of the vehicle.

[0017] In the above implementation process, the braking energy is directly converted into energy that can be used for thermal management by using the elastic deformation of the vehicle body to drive the energy storage medium during braking and controlling the temperature of the energy storage unit on demand based on the medium state / environment parameters. This shortens the conversion chain between energy storage and energy use, and at the same time realizes the on-demand distribution of energy (energy storage during braking and temperature adjustment when the temperature changes), which significantly reduces the dependence of thermal management on battery power and improves the vehicle's range and environmental adaptability.

[0018] Furthermore, the method of storing the energy generated by braking through a functional medium within the flow channel structure of an energy storage unit disposed inside the body panel, utilizing the elastic deformation of the body panel, includes: Based on the deformation of the vehicle body panel during vehicle braking, the deformation is converted into a force acting on the functional medium. This force is used to instruct the functional medium to absorb and store the energy corresponding to the force through phase change or temperature change.

[0019] In the above implementation process, by refining the braking energy storage steps into a conversion chain of vehicle body deformation → force applied to the medium → energy storage due to phase change / temperature change of the medium, the force applied to the medium is dynamically matched with the vehicle body deformation (deformation of 0.1-1.0mm corresponds to pressure of 0.2-0.8MPa). This ensures that the medium can fully absorb braking energy while avoiding excessive force that could damage the vehicle body or flow channel, thus achieving a balance between energy absorption and structural safety.

[0020] Furthermore, if the functional medium state parameters and surrounding environmental parameters collected by the sensing component determine that the vehicle needs temperature regulation, the control component controls the energy storage unit to release stored energy or controls the energy storage unit to absorb external energy to regulate the vehicle temperature, including: When it is determined that the vehicle has received a heating command, the control component controls the functional medium to release the stored energy, transfers heat to the interior of the vehicle through heat exchange, and controls the execution component to adjust the flow state of the functional medium. When it is determined that the vehicle has received a cooling command, the control component controls the energy storage unit to absorb external energy, transfers the absorbed energy to the outside of the vehicle, and controls the execution component to adjust the flow state of the functional medium.

[0021] In the above implementation process, by refining the on-demand temperature adjustment steps into controlling the energy release of the medium + heat exchange + flow adjustment of the actuator during heating and controlling the energy absorption and transfer of the energy storage unit + flow adjustment of the actuator during cooling, the latent heat / sensible heat of the medium is efficiently transferred to the vehicle interior during heating and the external energy is efficiently transferred to the outside of the vehicle during cooling. At the same time, the flow state is dynamically adjusted by the actuator to ensure temperature control accuracy, significantly improving the thermal management response speed and efficiency, and reducing heating / cooling energy consumption.

[0022] A third aspect of this application provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the steps of any of the methods described in the first aspect.

[0023] A fourth aspect of this application provides a computer program product, the computer program product including a computer program, which, when executed by a processor, implements any of the methods described in the first aspect. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A schematic flowchart of a thermal management method provided in an embodiment of this application; Figure 2 A schematic diagram of an overall process provided for an embodiment of this application; Figure 3 This application provides a schematic diagram of a winter heating process. Figure 4 This is a schematic diagram of a summer cooling process provided in an embodiment of this application. Detailed Implementation

[0026] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0027] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0028] The industry is currently trying to reduce structural weight through lightweight materials such as carbon fiber and aluminum alloy, but has not broken through the functional separation bottleneck of "structure-energy-thermal management" and still has the following shortcomings: (1) The structure is functionally singular. The body panel, as the largest volume component of the vehicle, only bears mechanical load and has not developed its energy storage and thermal management potential. The traditional door steel plate is subjected to stress deformation when the vehicle is braking, but the deformation energy is not recovered and is directly dissipated in the form of heat energy; (2) The energy conversion chain is long. The braking energy recovery in related technologies needs to go through three-level conversion of "wheel → motor → battery", and the thermal management system relies on battery power, resulting in double loss in the "energy storage-energy use" process. In a -20℃ environment, the heating energy consumption of the air conditioner of traditional electric vehicles accounts for 25%-30% of the total battery capacity, which significantly shortens the driving range; (3) The passive thermal management is limited. The body thermal management in related technologies relies on external energy, such as electric heating and compressors, and lacks active adjustment capabilities. In summer, the temperature of the car roof can reach 60°C after being exposed to the sun, requiring the air conditioning system to consume a lot of electricity to cool it down; in winter, when the temperature is low, the conduction of cold air through the body structure exacerbates the heat loss in the cabin, leading to increased energy consumption.

[0029] To address the aforementioned shortcomings, this application constructs an integrated structure-energy-thermal management system. By integrating microfluidic energy storage units within the body panels, the body structure simultaneously possesses mechanical load-bearing, braking energy storage, and active temperature regulation functions, overcoming the bottleneck of functional fragmentation. This system directly utilizes the deformation energy of the body structure to drive the energy storage unit, shortening the energy conversion chain, reducing "mechanical-electrical-thermal" conversion losses, and achieving integrated "storage-release-temperature regulation" of braking energy. Simultaneously, it utilizes the phase change material or fluid medium of the energy storage unit to achieve active thermal management, reducing dependence on external energy sources and solving energy consumption problems in extreme environments.

[0030] The beneficial technical effects of the integrated structure-energy-thermal management system constructed in this application include: 1) In terms of energy utilization, the braking energy recovery efficiency is improved to over 95%. Taking a 1.5-ton electric vehicle as an example, an additional 0.3-0.5 kWh of energy can be stored for every 100 km of braking, which is equivalent to increasing the driving range by 2-3%; 2) The cabin thermal management energy consumption is reduced by 40%. In winter, the energy storage unit can release the heat stored by braking to heat the cabin, and in summer, it can absorb the solar radiation heat of the vehicle body to reduce the air conditioning load; 3) In terms of structural lightweighting and functional integration, the number of independent energy storage modules and thermal management pipelines is reduced, and the vehicle body weight is expected to be reduced by 5%-8%, saving 20% ​​of the interior space; 4) The conformal design of the microfluidic energy storage unit and the body panel does not change the original stamping, welding and other manufacturing processes, and the cost increase is controlled within 10%; 5) The environmental adaptability is significantly enhanced. It can work stably in an environment of -40℃ to 80℃. Through active energy release, the cabin temperature fluctuation is controlled within ±2℃, effectively solving the lag problem of traditional passive thermal management.

[0031] Based on this, the first aspect of the embodiments of this application provides an integrated thermal management system for vehicles, the system comprising: Body panels; An energy storage unit is installed inside the vehicle body panel. The energy storage unit includes a flow channel structure, which is filled with a functional medium that stores and releases energy through state changes. Sensing components are used to collect vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters; A control component, connected to the energy storage unit and the sensing component, is used to control the energy storage unit to store or release energy to regulate the temperature of the vehicle based on the vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters collected by the sensing component.

[0032] It should be noted that body panels refer to the load-bearing structures on the outside of a vehicle, including but not limited to doors, roof, hood, trunk lid, etc., which are made of metal (such as aluminum alloy) or composite materials and have a certain elastic deformation capacity (can produce controllable deformation when braking).

[0033] An energy storage unit is a component installed inside a vehicle body panel (such as a sandwich or pre-designed cavity) to store and release energy. Its core is a flow channel structure (such as a microchannel network), which is filled with a functional medium. This medium stores (i.e., absorbs energy) and releases (i.e., releases energy) energy through state changes (such as phase changes or temperature rises and falls).

[0034] Sensing components: Composed of various sensors, the parameters collected in real time include, but are not limited to: Vehicle operating status parameters: such as braking status (brake pedal travel, wheel speed changes), driving speed, etc. Functional medium state parameters: such as medium temperature, phase change progress (solid / liquid ratio), pressure, etc. Environmental parameters: such as ambient temperature, light intensity, humidity, etc.

[0035] Control components: These can be on-board controllers (such as ECUs) that are electrically connected to the energy storage unit and sensing components. Their function is to determine the operating mode (energy storage or energy release) of the energy storage unit based on the data collected by the sensing components, ultimately regulating the vehicle temperature (such as the temperature of the cabin, battery, motor controller, and other areas).

[0036] In this embodiment, by integrating the body panels, energy storage unit, sensing components, and control components, the body panels are upgraded from a single load-bearing structure to an integrated carrier for load-bearing, energy storage, and thermal management. This not only enables direct and efficient storage of braking energy (reducing losses in traditional multi-stage conversion), but also allows for on-demand adjustment of vehicle temperature based on sensing data, significantly reducing the dependence of thermal management on battery power. While improving energy utilization efficiency, this also enhances the vehicle's adaptability to extreme temperature environments, overcoming the shortcomings of traditional vehicles such as fragmented functions, high energy consumption, and slow response.

[0037] Based on any of the above embodiments, the flow channel structure is a three-dimensional flow channel, the flow channel structure is made of a material with strength and thermal conductivity that meet preset requirements, and the flow channel structure is arranged along the stress uniform area of ​​the vehicle body panel.

[0038] It should be noted that three-dimensional flow channels refer to the flow channel structure being designed to fit the three-dimensional curved surfaces of the vehicle body panels (such as the roof curvature and door curvature), rather than planar or straight flow channels, in order to ensure conformity with the vehicle body structure and not affect the appearance and load-bearing capacity.

[0039] Preset requirements refer to specific indicators or ranges pre-defined for the strength and thermal conductivity of the materials used in the flow channel structure, based on system functional objectives and the vehicle's operating environment. Ensuring that the strength and thermal conductivity of the flow channel structure meet these preset requirements ensures that the structure can meet both the safety requirements of the vehicle's mechanical load-bearing capacity and the high efficiency of energy storage and thermal management. This embodiment does not impose limitations on preset requirements. For example, preset requirements for material strength include: tensile strength ≥ 200 MPa (e.g., the tensile strength of aluminum-based silicon carbide materials reaches 300-500 MPa), ensuring that the flow channel does not fracture or undergo permanent deformation during elastic deformation of the vehicle body (deformation during braking is typically ≤ 0.5%); and / or yield strength higher than the maximum stress of the body panel under extreme conditions (e.g., the stress of the door panel during braking is approximately 150 MPa), yield strength ≥ 180 MPa, to prevent the flow channel from failing due to stress exceeding the yield limit; and / or fatigue strength ≥ 100 MPa, considering repeated stress cycles during long-term vehicle use (e.g., 100,000 km), fatigue strength must be greater than 100 MPa (corresponding to the material undergoing 10... 7 (Maintaining stable performance even after multiple cycles) to prevent channel fatigue fracture. Preset requirements for material thermal conductivity include: thermal conductivity ≥150 W / (m•K) (e.g., aluminum-based silicon carbide has a thermal conductivity of 180-200 W / (m•K)) to ensure efficient heat exchange between the medium and the channel wall, preventing heat accumulation within the channel; and / or thermal diffusivity ≥50 × 10⁻ 6 m 2 / s ensures that the flow channel can respond quickly to temperature changes and adapt to the thermal management needs in extreme environments.

[0040] Material characteristics: The flow channel structure uses materials with strength and thermal conductivity that meet the preset requirements (such as aluminum-based silicon carbide, high-strength aluminum alloy). Its strength must meet the load-bearing requirements of the vehicle body (the structural strength is retained at ≥95% after embedding), and its thermal conductivity ensures efficient heat exchange between the medium and the vehicle body and the outside world.

[0041] Layout design: The flow channels are laid out along the stress-uniform areas of the body panels (such as the middle of the roof and door panels), and stress concentration areas (such as hinges and bolt connection points) are avoided through finite element analysis to prevent the flow channels from being damaged due to excessive local stress.

[0042] The arrangement of the flow channel structure along the stress-uniform region of the vehicle body panel ensures that the flow channel structure can achieve energy and thermal management functions without affecting the mechanical performance of the vehicle body.

[0043] In this embodiment, by defining the flow channel structure as a three-dimensional shape, using materials with strength and thermal conductivity that meet preset requirements, and arranging it along the stress-uniform area of ​​the vehicle body panel, it is ensured that the flow channel can adapt to the curved surface of the vehicle body to achieve conformal integration with the panel without affecting the appearance and assembly of the vehicle body, while also being able to withstand the mechanical stress during braking to avoid flow channel breakage. At the same time, it ensures efficient heat exchange between the functional medium and the vehicle body and the outside world, taking into account both structural safety and thermal management efficiency, and overcoming the defects of insufficient strength or inefficient thermal conductivity caused by unreasonable flow channel layout.

[0044] Based on any of the above embodiments, the surface of the flow channel structure is provided with a selective absorption coating.

[0045] It should be noted that selective absorption coating refers to a special coating applied to the outer surface of the flow channel structure, such as black chrome coating or carbon-based coating. Its characteristics may include high absorption rate of solar radiation energy and low emissivity of infrared radiation. It can efficiently capture solar radiation energy and reduce its own heat radiation loss, making it suitable for summer heat absorption and cooling scenarios.

[0046] This coating enhances the flow channel structure's ability to absorb ambient energy, thereby improving energy utilization efficiency in cooling mode.

[0047] Optionally, the selective absorption coating is used to absorb solar radiation energy.

[0048] In this embodiment, by setting a selective absorption coating on the surface of the flow channel structure, the flow channel can efficiently capture solar radiation energy and reduce its own heat radiation loss. In summer, the coating can absorb external heat to reduce the air conditioning cooling load, and in winter, it can help absorb ambient heat to improve energy storage efficiency, thereby further reducing thermal management energy consumption.

[0049] Based on any of the above embodiments, the functional medium includes a phase change material and / or a fluid medium containing thermally conductive particles; the phase change material absorbs energy through a solid-liquid phase change and releases energy through a liquid-solid phase change; the fluid medium stores or releases sensible heat through temperature changes.

[0050] It should be noted that phase change materials refer to materials that absorb or release a large amount of latent heat through solid-liquid phase transition within a specific temperature range (i.e., phase change temperature), such as sodium sulfate decahydrate and paraffin wax. They absorb energy through solid-liquid phase transition (energy absorption during vehicle braking) and release energy through liquid-solid phase transition (energy release during vehicle heating). The phase change process is accompanied by a large amount of latent heat (usually 200-240 kJ / kg), with high energy storage density and stable temperature.

[0051] For example, in winter heating scenarios, materials with a phase change temperature of 18-32°C (such as sodium sulfate decahydrate, with a phase change temperature of about 32°C) are selected to ensure that the deformation energy absorbed during braking can be efficiently released during vehicle heating.

[0052] In practice, each kilogram of phase change material needs to absorb 200-240 kJ of energy through solid-liquid phase change (exceeding the sensible heat storage capacity of ordinary materials of the same mass), ensuring high-density energy storage with a small volume, which fits the installation requirements of limited space in the vehicle body panels.

[0053] Fluid media containing thermally conductive particles refer to functional fluids formed by adding nanoscale thermally conductive particles, such as nano-copper particles, to a liquid base, such as ethylene glycol solution (ethylene glycol solution can lower the freezing point and raise the boiling point, making it suitable for extreme environments, while also having good fluidity to ensure low circulation resistance in microchannels). This allows for the storage and transfer of sensible heat through temperature changes (heating for heat storage, cooling for heat release), making it suitable for rapid energy transfer scenarios.

[0054] In practical implementation, for every 1°C increase in fluid temperature, 4.2 kJ of energy needs to be stored (i.e., specific heat capacity close to that of water) to ensure rapid energy absorption and transfer in short-term, high-frequency braking scenarios (such as urban traffic congestion), compensating for the delay defect of phase change materials that "require heating to a threshold temperature before phase change." Simultaneously, 50 nm diameter copper nanoparticles are selected. This is because their small particle size (≤100 nm) allows for uniform dispersion in the base liquid without sedimentation (no stratification after 72 hours of long-term static standing); and their high thermal conductivity (approximately 400 W / (m•K), more than 100 times that of ethylene glycol), with an addition of only 0.5% concentration, can increase the fluid's thermal conductivity by 40%, meeting the requirements for rapid heat exchange.

[0055] It should be understood that phase change materials are used in two important scenarios: braking energy storage and temperature regulation. The specific process is as follows: (1) Solid-liquid phase change energy absorption (braking energy storage stage): Triggering conditions: When the vehicle brakes, the elastic deformation of the body panel generates extrusion force, which squeezes the phase change material in the flow channel; at the same time, the flow channel wall generates heat due to friction, and the sensing component detects that the medium temperature rises to the preset phase change threshold (such as 32℃), triggering the solid-liquid phase change.

[0056] Energy conversion process: Phase change material molecules (i.e. solid molecules) break through the van der Waals forces and change from a regular solid lattice structure to a disordered liquid state. During this process, each kilogram of material can absorb 200-240 kJ of deformation energy, i.e., the latent heat of solid-liquid phase change, realizing the direct conversion of mechanical energy into chemical potential energy. The phase change process is tracked in real time by a dielectric constant sensor to ensure that more than 90% of the molecules participate in the phase change reaction and avoid energy waste.

[0057] (2) Energy release during liquid-solid phase transition (temperature regulation stage): Triggering conditions: When the sensing component detects that the cabin temperature is lower than the set value (e.g., 22°C) or the battery temperature is lower than 15°C and preheating is required, the control component drives the circulation pump (e.g., a brushless DC circulation pump with a rated power of 45W) to deliver the liquid phase change material in the flow channel to the heat exchanger.

[0058] Energy conversion process: Liquid phase change material flows through a brazed plate heat exchanger (heat exchange area 0.5m²). 2 When the temperature drops below the phase change threshold, the heat exchanger exchanges heat with the cabin's heating ductwork, causing it to re-condense into a solid state. During this phase change, it releases 200-240 kJ / kg of latent heat, which is transferred to the cabin or battery via a heat exchanger. This process can release 0.5-0.8 kWh of heat per hour, replacing an electric heating device of equivalent power. The heat exchange efficiency is monitored by inlet and outlet temperature difference sensors (accuracy ±0.2℃). If the efficiency drops below 85%, the pump speed is automatically adjusted to increase the flow rate, ensuring stable energy release.

[0059] Understandably, the energy conversion mechanism of fluid media involves storing or releasing sensible heat through temperature changes, and the sensible heat storage logic of fluid media complements the latent heat storage of phase change materials. When fluid media are used in rapid response and auxiliary heat exchange scenarios, the specific process is as follows: (1) Sensible heat storage during temperature rise (braking / heat absorption scenario): Braking scenario: When a vehicle brakes, if the phase change material has not reached its phase change temperature (such as during the initial stage of a cold start), the fluid medium stores heat in two ways: The deformation of the vehicle body compresses the flow channel, causing the fluid to turbulent. Molecules collide with the flow channel wall at high frequency (viscosity dissipation), converting mechanical kinetic energy into heat energy and raising the temperature. As a heat carrier, nano-copper particles rapidly transfer the frictional heat from the flow channel wall to the fluid interior, resulting in a uniform temperature increase (avoiding local overheating). Each liter of fluid can store 42kJ of energy with a temperature increase of 10°C, meeting the energy storage requirements for short-term braking.

[0060] Summer heat absorption scenario: The selective absorption coating (absorption rate > 92%) on the surface of the roof flow channel absorbs solar radiation heat and transfers it to the fluid medium, causing the temperature of each liter of fluid to rise by 25-30°C per hour and storing 0.5-0.6 kWh of sensible heat, reducing the load of the air conditioner absorbing heat from the cabin and reducing the power consumption of the air conditioner by 30%.

[0061] (2) Temperature decreases and sensible heat is released (auxiliary heating / heat dissipation scenarios): Auxiliary heating scenario: During winter heating, if the phase change material releases insufficient energy, the fluid medium can transfer the stored sensible heat (such as from 35°C to 22°C) to the cabin through the heat exchanger to make up for the gap in phase change heat release and ensure a stable cabin heating rate.

[0062] Heat dissipation scenario: When the motor controller or battery temperature is too high, the fluid medium flows through the heat-generating components, absorbs heat and the temperature rises (e.g., from 30°C to 50°C), and then the heat is discharged to the outside of the vehicle through the condenser, achieving passive heat dissipation, reducing the energy consumption of the compressor or fan, and reducing the power consumption of the heat dissipation system by 20%.

[0063] In summary, phase change materials are responsible for long-term, high-density energy storage, while fluid media are responsible for rapid energy transfer and short-term energy storage. Together, they enhance the flexibility of the thermal management system.

[0064] In this embodiment, by defining the functional medium as a phase change material (which absorbs energy through solid-liquid phase change / releases energy through liquid-solid phase change) and / or a fluid medium containing thermally conductive particles (which stores / releases sensible heat through temperature changes), the phase change material undertakes long-term, high-density latent heat storage (suitable for long-term storage of braking energy), while the fluid medium undertakes short-term, rapid sensible heat transfer (suitable for high-frequency, rapid temperature regulation requirements). The two work together to cover different energy storage / release conditions, thereby improving the system's energy storage density and accelerating the thermal response speed, solving the problem of low energy storage density or slow response of a single medium.

[0065] Based on any of the above embodiments, the sensing component includes a sensor for monitoring the vehicle braking state, a sensor for monitoring the strain of the vehicle body panel, a sensor for monitoring the temperature and phase change state of the functional medium, and a sensor for monitoring the ambient temperature.

[0066] It should be noted that the sensor used to monitor the vehicle's braking status is the component that determines whether the vehicle has entered the braking energy storage mode.

[0067] In the specific implementation, the sensors used to monitor the vehicle's braking status include wheel speed sensors and acceleration sensors. These two sensors work together to eliminate false alarms from a single sensor (such as brief speed changes when going over speed bumps). The wheel speed sensors are installed at the wheel hubs and monitor the rate of change of wheel speed (accuracy ±1 km / h). When the wheel speed decreases by ≥10 km / h within 0.5 seconds, braking behavior is initially determined. The acceleration sensors are installed at the longitudinal beams of the vehicle body and monitor the vehicle's longitudinal acceleration (range -5g to 5g, accuracy ±0.05g). When the braking acceleration is ≥0.8g (or the absolute value of negative acceleration is ≥0.8g), the braking status is confirmed, and the energy storage process is triggered. The control component only initiates energy storage when the signals from both the wheel speed and acceleration sensors simultaneously meet the braking determination conditions, to avoid false triggering in non-braking scenarios such as vehicle coasting or downhill driving. The sensor signals are transmitted to the control component in real time via the CAN bus (transmission rate 2Mbps), with a response time ≤50ms, ensuring that energy storage begins at the initial stage of braking (when the vehicle body just begins to deform), reducing energy loss. For example, in a scenario where a 1.8-ton SUV brakes to a stop at 60 km / h, the acceleration sensor detects a negative acceleration of 1.2g, and the wheel speed sensor detects that the wheel speed drops from 60 km / h to 0 within 1.2 seconds. Both of these trigger energy storage, allowing the phase change material to absorb deformation energy in a timely manner.

[0068] The sensor used to monitor the strain of the vehicle body panel is used to monitor the elastic deformation of the body panel, ensuring that the deformation is within the safe bearing range, and at the same time providing a basis for calculating the extrusion pressure of the medium.

[0069] Strain refers to the amount of deformation per unit length of an object when it is subjected to force, and it is an indicator for measuring the stress state of a structure.

[0070] Optionally, the sensor used to monitor the strain of the vehicle body panel includes a distributed fiber optic strain sensor (the distributed fiber optic strain sensor utilizes the photoelastic effect of optical fiber, which can simultaneously monitor the strain at multiple points and is suitable for condition monitoring of large-area structures). Specifically, it can be a single-mode fiber optic grating sensor, which is deployed along the stress-uniform area of ​​the vehicle body panel. The strain of important parts such as the door outer panel and the roof beam is tracked by the distributed fiber optic strain sensor, with a spatial resolution of 10 mm and an accuracy of ±0.001%. The deformation is converted into the compressive force on the medium in the microchannel, and the pressure range is stable at 0.2-0.8 MPa.

[0071] In practical implementation, during vehicle braking, the body panels undergo elastic deformation under inertial forces, and distributed fiber optic strain sensors collect strain values ​​in real time. When the strain exceeds 500με (corresponding to 70% of the yield strain of aluminum alloy materials), an over-limit warning is immediately sent to the control components, triggering a three-level protection system (reducing flow channel pressure → closing some non-critical flow channels → mechanical locking). For example, during emergency braking, the maximum strain of the right door panel is 420με (not exceeding the limit), and the roof strain is 380με. The control components determine that the structure is safe and allow energy storage; if a low-speed collision causes the strain to reach 650με, the energy storage process is immediately cut off.

[0072] Optionally, the sensors used to monitor the temperature and phase change state of the functional medium include thin-film thermocouples (thin-film thermocouples are miniature temperature sensors with a thickness of only a few micrometers, which can be closely attached to the inner wall of the flow channel and have high measurement accuracy) and dielectric constant sensors, which are used to monitor temperature and phase change progress, respectively. Specifically: Thin-film thermocouples: 8 in total, evenly embedded in the inner wall of the flow channel (in direct contact with the functional medium), made of nickel-chromium-copper-nickel material, measuring range -50℃~100℃, accuracy ±0.1℃, response time <10ms, capable of quickly capturing temperature changes.

[0073] Dielectric constant sensors: 4 units, installed at the bend of the flow channel (i.e., the area where the fluid medium is fully mixed), measuring range 1~30ε, accuracy ±0.2ε. The phase transition state is determined by monitoring the change in the dielectric constant of the medium (the dielectric constant is a physical quantity that characterizes the ability of a medium to store charge. During the solid-liquid transition of a phase change material, the molecular arrangement changes, resulting in a significant change in the dielectric constant, so it can be used as a monitoring index of the phase transition state). The dielectric constants of solid and liquid are significantly different.

[0074] In practical implementation, during the braking energy storage phase, thin-film thermocouples monitor the medium temperature in real time. When the temperature rises to the phase change threshold (32℃±0.5℃) of the phase change material (such as sodium sulfate decahydrate), a signal is sent to the control component indicating that latent heat energy storage can be initiated. If the temperature does not reach the threshold (such as in the initial stage of cold start), sensible heat energy storage of the fluid medium is initiated first. For example, during braking in a winter environment of -10℃, the initial medium temperature is 5℃. After braking for 3 seconds, the temperature rises to 20℃ (below 32℃), and the control component determines that only sensible heat energy storage is required.

[0075] Phase transition status monitoring: The dielectric constant sensor calculates the phase transition progress by measuring the rate of change of the dielectric constant of the medium. For example, sodium sulfate decahydrate has a dielectric constant of ε=8±0.5 in the solid state and ε=25±1 in the liquid state. When ε increases from 8 to 22, the phase transition progress is determined to be 80%. If the phase transition progress does not reach 90% within 3 seconds, the control component instructs the pressure regulating device to increase the flow channel pressure (e.g., from 0.5MPa to 0.7MPa) to promote complete phase transition.

[0076] Optionally, the sensors used to monitor the ambient temperature include an ambient temperature sensor (used to measure the temperature of the external environment of the vehicle) and a light intensity sensor, specifically: Ambient temperature sensor: 1 unit, installed in the front bumper vent (avoiding engine heat dissipation), using an NTC thermistor, measuring range -40℃~80℃, accuracy ±0.5℃.

[0077] Light intensity sensor: 1 unit, installed on the front of the vehicle roof (unobstructed area), measuring range 0~1500W / m. 2 Accuracy ±20W / m 2 It is used to help determine the intensity of solar radiation in summer.

[0078] Understandably, ambient temperature dominates the heating / cooling strategy: when the ambient temperature is ≤-10℃ (winter), the control components prioritize the use of phase change materials to release heat (stable latent heat release); when the ambient temperature is ≥35℃ (summer), the flow channel is prioritized to absorb solar radiation heat (reducing air conditioning load).

[0079] Coordinated regulation of light intensity: Noon light intensity in summer reaches 900W / m 2 At that time, the control component commands the circulation pump in the roof channel to speed up (the flow rate increases from 3L / min to 6L / min). Through the selective absorption coating on the surface of the channel, heat is efficiently absorbed, which can raise the temperature of the fluid medium by 25°C per hour and store 0.6kWh of sensible heat.

[0080] As an example, let's take the combination of 60km / h emergency braking energy storage and winter heating as an example to illustrate the coordinated process of the above four types of sensors: The wheel speed sensor and acceleration sensor simultaneously detected that the vehicle speed dropped from 60km / h to 0 within 0.8 seconds, with a negative acceleration of 1.2g, which was determined to be emergency braking and triggered energy storage. The distributed fiber optic sensors detected strains of 420με and 380με on the door and roof respectively (both <500με), confirming structural safety. After calculating the deformation, the sensors fed back a suggested flow channel pressure of 0.6MPa to the control components. The thin-film thermocouple detected that the fluid medium temperature rose from 15°C to 32°C, and the dielectric constant sensor detected that ε rose from 8 to 23 (i.e., the phase change progress was 85%), indicating that the phase change energy storage was normal. The ambient temperature sensor detected an outside temperature of -5°C. The control components predicted that heating would be needed in the future and instructed the energy storage to prioritize the phase change material in order to store more latent heat. During the heating phase, the ambient temperature sensor, medium temperature sensor, and cabin temperature sensor (auxiliary) work together to provide feedback, and the control components dynamically adjust the execution components to ensure heating efficiency.

[0081] In this embodiment, by clearly defining the sensing components as including four types of sensors that monitor vehicle braking status, strain of vehicle body panels, temperature and phase change state of functional media, and ambient temperature, accurate monitoring of vehicle braking, structural safety, media state, and environmental conditions can be achieved in all dimensions.

[0082] Based on any of the above embodiments, the system further includes an execution component connected to the control component for adjusting the pressure within the flow channel structure or adjusting the flow state of the functional medium. The execution component includes a pressure regulating device and / or a fluid driving device.

[0083] It should be noted that the actuation component and the control component (ECU) are connected via a CAN bus (communication rate 2Mbps). The actuation component receives PWM (pulse width modulation) commands from the control component to achieve precise regulation of the flow channel pressure and the medium flow state. The actuation component includes a pressure regulating device and a fluid drive device, which can work independently or in conjunction to meet the energy storage and temperature regulation requirements under different operating conditions.

[0084] Optionally, the pressure regulating device is specifically a piezoelectric pressure compensating valve (the piezoelectric pressure compensating valve has an adjustment range of 0.1~1.0MPa (covering the safe energy storage pressure range required by the system), a response time ≤50ms (response time is used to characterize the time from receiving the command to pressure stabilization), and an adjustment accuracy of ±0.03MPa to ensure that pressure fluctuations are within the allowable range. Its operating temperature is -40℃~120℃ to adapt to extreme temperatures of the medium in the flow channel). Four piezoelectric pressure compensating valves are included, installed at the inlet ends of the left door flow channel, right door flow channel, roof flow channel, and hood flow channel (near the junction of the main pipes). The piezoelectric pressure compensating valve includes a piezoelectric ceramic drive unit, a valve core, a pressure feedback sensor (the pressure feedback sensor is built-in, with a measurement range of 0~1.0MPa and an accuracy of ±0.02MPa), and a sealing assembly.

[0085] Understandably, the pressure regulating device functions by dynamically adjusting the pressure within the flow channel according to instructions from the control components, ensuring a balance between efficient energy storage and structural safety for the functional medium. The specific process is as follows: Pressure command generation: The control component generates a target pressure value based on the strain data of the vehicle body panels collected by the sensing component (such as strain values ​​monitored by distributed fiber optic sensors) through a strain-pressure conversion model. For example, when the strain of the door panel reaches 350με (corresponding to a deformation of 0.52mm), the model calculates the optimal pressure to be 0.45MPa. Pressure regulation process: The piezoelectric ceramic drive unit receives PWM commands (duty cycle 0~100%) from the control component and moves the valve core by extension and retraction, changing the flow channel diameter: when the actual pressure < the target pressure, the valve core opening increases (the flow channel diameter increases from 5mm to 8mm), and the pressure in the flow channel increases; when the actual pressure > the target pressure, the valve core opening decreases (the flow channel diameter decreases from 8mm to 5mm), and the pressure in the flow channel decreases. Closed-loop feedback: The built-in pressure feedback sensor monitors the flow channel pressure in real time and feeds back the data to the control component every 10ms, forming a command-execution-feedback closed loop to ensure that the pressure is stable within the target value of ±0.03MPa.

[0086] In the specific implementation, the pressure regulation logic for the braking energy storage stage is as follows: In the emergency braking scenario (when the wheel speed sensor detects a vehicle speed drop of ≥20km / h within 0.5 seconds), the control component instructs the pressure regulation device to rapidly increase the flow channel pressure from 0.1MPa in the standby state to 0.6MPa (completed within 100ms), which prompts the functional medium (especially the phase change material) to undergo a full phase change under pressure, thereby improving energy storage efficiency, such as increasing the energy storage density by 20%.

[0087] For structural protection scenarios, the pressure regulation logic is as follows: when the distributed fiber optic sensor detects that the strain of the body panel exceeds the threshold (e.g., 500με), the control component immediately instructs the pressure regulation device to reduce the pressure to below 0.2MPa to avoid excessive pressure causing permanent deformation of the body panel.

[0088] Optionally, the fluid drive device is a brushless DC circulating pump (the flow range of the brushless DC circulating pump is 0.5~10L / min, which can cover the full operating conditions of energy storage and release; rated power: 45W (main pump) / 25W (auxiliary pump); speed regulation method: PWM stepless speed regulation (duty cycle 10%~90% corresponds to flow rate 0.5~10L / min); maximum head: 3m, to ensure smooth flow of the medium in complex flow channels), its specific configuration is as follows: quantity: 2, the main pump is installed in the main circuit of the flow channel system (close to the battery pack), and the auxiliary pump is installed in the branch circuit of the flow channel on the roof (independently controlled solar radiation heat absorption); structural composition: including permanent magnet synchronous motor, impeller, flow sensor (built-in, measurement range 0~10L / min, accuracy ±0.2L / min), and shock-absorbing bracket (used to reduce operating noise).

[0089] Understandably, the function of a fluid drive device includes regulating the flow state (flow rate, velocity) of the functional medium to achieve the transfer and distribution of energy between different flow channels. The specific implementation process is as follows: Flow command generation: The control component generates a target flow rate value based on the medium state parameters (such as temperature monitored by thin-film thermocouples and phase change progress monitored by dielectric constant sensors) and environmental parameters (such as ambient temperature monitored by ambient temperature sensors) collected by the sensing components. For example, when the phase change material temperature reaches 32℃ (phase change threshold) and the phase change progress is <50%, the target flow rate is set to 3L / min (to promote medium mixing and accelerate phase change); Flow regulation process: The brushless DC motor receives PWM commands from the control component and adjusts the impeller output flow by changing the speed (1000~5000rpm): When the speed increases, the impeller thrust on the medium increases, and the flow increases from 3L / min to 8L / min (for example, rapid energy release is required during the heating stage); when the speed decreases, the flow decreases from 8L / min to 1L / min (for example, reducing energy loss during the heat preservation stage). Closed-loop feedback: The built-in flow sensor monitors the medium flow rate in real time and feeds back the data to the control component every 20ms to ensure that the flow rate is stable within the target value ±0.2L / min range.

[0090] In the specific implementation, the flow-driven logic for the energy release stage (heating) is as follows: when the ambient temperature sensor detects that the outside temperature is -15℃ and the target cabin temperature is 22℃, the control component instructs the main pump flow rate to increase to 7L / min, so that the high-temperature medium (the temperature of the phase change material after releasing latent heat is 30℃) flows quickly through the cabin heat exchanger, raising the cabin temperature from 5℃ to 22℃ within 15 minutes, saving 40% of energy compared to traditional electric heating.

[0091] Flow-driven logic for the energy absorption phase (summer heat dissipation): When the light intensity sensor detects solar radiation intensity ≥800W / m 2 When the control component commands the auxiliary pump to start, the flow rate is set to 5L / min, so that the fluid medium (such as ethylene glycol solution containing nano copper particles) in the roof channel circulates rapidly. The selective absorption coating absorbs solar radiation heat (heating up by 25°C per hour), and then the heat is released through the external condenser, reducing the air conditioning load and reducing air conditioning power consumption by 30%.

[0092] As an example, the workflow for collaboration between the execution component and other components is as follows: Taking the entire process of winter braking energy storage-heating as an example, the collaborative logic of the execution components is explained: Braking trigger: The wheel speed sensor and acceleration sensor confirm that the vehicle has entered the braking state (60km / h→0, negative acceleration 1.1g), and the sensing component sends a signal to the control component to start energy storage; Pressure regulation: The control component calculates the target pressure of 0.5MPa based on the strain (380με) of the body panel and instructs the four pressure regulating devices to increase the flow channel pressure from 0.1MPa to 0.5MPa within 80ms to ensure that the phase change material fully absorbs heat; Flow control: At the same time, the control component commands the main pump flow rate to be maintained at 2L / min (low flow rate is conducive to pressure stability). The medium flows slowly under pressure, and the phase change material gradually changes from solid to liquid (dielectric constant increases from 8 to 24). Heating demand response: After braking ends, the ambient temperature sensor displays -10℃ and the cabin temperature is 10℃. The control components determine that heating is required and instruct: the pressure regulator to reduce the pressure to 0.3MPa (to reduce flow resistance), the main pump flow rate to increase to 6L / min, and the driving medium to flow through the cabin heat exchanger. Dynamic adjustment: When the thin-film thermocouple detects that the medium outlet temperature drops to 25°C (the phase change material begins to solidify and release heat), the control component commands the flow rate to drop to 4L / min to maintain stable heating until the cabin temperature reaches 22°C.

[0093] In this embodiment, by adding an execution component connected to the control component and containing a pressure regulating device (such as a piezoelectric pressure compensation valve) and / or a fluid drive device (such as a brushless DC circulating pump), the pressure and flow rate of the functional medium in the flow channel can be precisely adjusted according to the control command: during energy storage, the pressure is increased to promote the phase change of the medium; during protection, the pressure is reduced to prevent structural damage; during temperature regulation, the flow rate is adjusted to control the heat exchange rate, ensuring a dynamic balance between energy storage and release efficiency and structural safety.

[0094] Reference Figure 1 A second aspect of this application provides a thermal management method based on the above-described system, the method comprising: Step S10: When the vehicle is determined to be in braking state by the vehicle operating status parameters collected by the sensing component, the energy generated by braking is stored by the functional medium in the flow channel structure of the energy storage unit set inside the body panel through the elastic deformation of the body panel. It should be noted that this embodiment illustrates energy storage and on-demand temperature regulation logic under braking conditions. These are primarily achieved through the coordinated operation of sensing components, control components, energy storage units, and execution components.

[0095] Vehicle operating status parameters refer to the data collected by sensors in the sensing component used to monitor the vehicle's braking status, including wheel speed change rate and longitudinal acceleration, which are the basis for determining whether the vehicle is in a braking state.

[0096] Elastic deformation of vehicle body panels refers to the reversible deformation of vehicle body panels (such as doors, roofs, etc.) under inertial force when the vehicle is braking. The amount of deformation is positively correlated with the braking intensity and is usually 0.1-1.0 mm (corresponding to a strain of 100-500 με).

[0097] The energy storage unit includes a flow channel structure and a functional medium located inside the body panels, and is the physical carrier for energy storage.

[0098] As an example, the energy storage process under braking conditions includes: wheel speed sensors (mounted at the wheel hubs) in the sensing component collect vehicle speed data in real time, and acceleration sensors (mounted at the longitudinal beams of the vehicle body) collect longitudinal acceleration data. Both are transmitted to the control component via the CAN bus. When the wheel speed sensor detects a vehicle speed decrease of ≥20km / h within 0.5 seconds (e.g., from 80km / h to 50km / h), and the acceleration sensor detects a longitudinal negative acceleration ≥0.8g, which meets the characteristics of emergency braking, the control component determines that the vehicle is in an effective braking state. If only wheel speed decreases (such as when going over speed bumps) or only acceleration is abnormal (such as when encountering road bumps), it is not determined to be a braking state, ensuring that energy storage is only activated during effective braking. During braking, the vehicle's inertial force causes elastic deformation of the body panels, and distributed fiber optic strain sensors monitor the strain values ​​in real time. For example, during emergency braking, the strain of the right door panel reaches 380με (corresponding to a deformation of 0.57mm, calculated as: deformation = panel length × strain = 1500mm × 380 × 10⁻). 6 =0.57mm), this deformation is within the elastic deformation range (if the elastic deformation range is set to ≤500με), with no risk of permanent damage. The compressive force generated by the deformation is transmitted to the internal flow channel structure through the cover, providing power for the energy storage of the functional medium. The control component instructs the pressure regulating device (such as a piezoelectric pressure compensation valve) in the execution component to increase the flow channel pressure from 0.1MPa in the standby state to 0.6MPa, while instructing the fluid drive device (such as a brushless DC circulating pump) to adjust the flow rate to 2L / min (low flow rate is beneficial for pressure stability). Under the action of 0.6MPa pressure and braking friction heat, sodium sulfate decahydrate (the phase transition temperature of sodium sulfate decahydrate is 32℃) changes from solid to liquid, absorbing 200kJ of latent heat per kilogram. The ethylene glycol solution containing nano-copper particles generates turbulence under pressure, and the temperature rises from 25℃ to 35℃, absorbing 42kJ of sensible heat per liter (temperature changes are monitored in real time by a thin-film thermocouple).

[0099] In the specific implementation, a dielectric constant sensor (installed at the bend of the flow channel) monitors the phase change progress. When the dielectric constant is detected to rise from 8 (solid) to 24 (liquid), the phase change material is determined to have completed energy storage (a progress of ≥90% is considered as energy storage completion). The entire braking process stores a total of 1.5 kWh of energy.

[0100] Step S20: If the functional medium state parameters and surrounding environment parameters collected by the sensing component determine that the vehicle needs temperature regulation, the control component controls the energy storage unit to release the stored energy or controls the energy storage unit to absorb external energy to regulate the temperature of the vehicle.

[0101] It should be noted that the functional medium state parameters refer to the data collected by the sensors in the sensing component used to monitor the temperature and phase change state of the functional medium, including the medium temperature and the phase change progress (the phase change progress is characterized by the dielectric constant ε, ε≈8 for solid state and ε≈25 for liquid state).

[0102] Ambient environmental parameters refer to the data collected by sensors in the sensing components used to monitor the ambient temperature, including ambient temperature and light intensity, and are reference indicators for judging temperature regulation needs.

[0103] Energy storage unit releases / absorbs energy: Energy release refers to the functional medium releasing latent heat through liquid-solid phase change or releasing sensible heat through cooling (functional media include phase change materials and fluid media containing thermally conductive particles; in the scenario of energy release, phase change materials release latent heat through liquid-solid phase change, and fluid media release sensible heat through temperature reduction); Absorbing external energy refers to the functional medium storing external energy in two ways—one is sensible heat absorption, mainly in fluid media containing thermally conductive particles, storing sensible heat through temperature increase (e.g., rising from 30℃ to 58℃ after absorbing solar radiation heat) (energy changes with temperature, without state transition); the other is latent heat absorption, where phase change materials absorb external latent heat through solid-liquid phase change when there is sufficient external heat and the temperature reaches the phase change threshold (e.g., sodium sulfate decahydrate at 32℃) (energy is stored in the state transition, and the temperature remains basically constant).

[0104] As an example, the process for on-demand temperature regulation includes: (1) Determination of temperature regulation needs: The control components comprehensively analyze three types of parameters: A. Functional medium state parameters: the medium temperature monitored by the thin-film thermocouple (e.g., 35℃), and the phase change state (liquid, ε=24) monitored by the dielectric constant sensor; B. Ambient environmental parameters: the ambient temperature monitored by the ambient temperature sensor (installed at the front bumper vent, avoiding interference from engine heat dissipation) (e.g., -10℃ in winter, 40℃ in summer), and the radiation intensity monitored by the light intensity sensor (installed in the unobstructed area of ​​the roof) (e.g., 900W / m² in summer). 2C. Cabin Temperature Parameters: The actual temperature monitored by the cabin temperature sensor (installed near the air vents on the center console) (e.g., 5℃ in winter, 55℃ in summer). The logic for determining temperature adjustment needs is as follows: when the cabin temperature is <20℃ (representing the lower limit of human comfort) and the ambient temperature is <5℃ (representing insufficient external heat), it is determined that the vehicle temperature needs to be increased; when the cabin temperature is >26℃ (representing the upper limit of human comfort) and the ambient temperature is >30℃ (representing sufficient external heat, requiring active heat dissipation), it is determined that the vehicle temperature needs to be decreased. (2) Increasing vehicle temperature (representing winter heating scenario): Energy release control: Control component command execution component coordinated action: Pressure regulating device (such as piezoelectric pressure compensation valve) reduces the flow channel pressure from 0.6MPa during energy storage to 0.3MPa (the purpose is to reduce the medium flow resistance and adapt to the low resistance requirement during the heating stage); Fluid drive device (main circulation pump) increases the flow rate from 2L / min during energy storage to 6L / min, accelerating the circulation of the medium between the flow channel and the cabin heat exchanger; Phase change material energy release: Liquid sodium sulfate decahydrate (phase change temperature 32℃) flows through the cabin brazed plate heat exchanger (its heat exchange area is 0.5m²). 2 When the temperature drops below 32°C, it exchanges heat with the cabin heating ducts and gradually solidifies into a solid state (the dielectric constant drops from 24 to 8±0.5, which is monitored in real time by a dielectric constant sensor). 200kJ of latent heat is released per kilogram. Heat transfer: The released latent heat is transferred to the cabin heating ducts through the heat exchanger, and then evenly blown into the cabin by the blower, raising the cabin temperature from 5°C to 22°C.

[0105] In practice, a thin-film thermocouple (embedded at the outlet end of the flow channel) monitors the outlet temperature of the medium in real time. When the temperature drops to 25°C (confirming that the phase change material has completely solidified and there is no excess latent heat to be released), the control component instructs the main circulation pump flow rate to drop to 3L / min to maintain basic heating requirements and avoid energy waste caused by ineffective medium circulation. Compared with traditional PTC electric heating, it saves 40% of energy consumption. (3) Reduce vehicle temperature (representing summer cooling scenario): Absorb external energy: The control component commands the roof flow channel to start independently (avoiding interference with other flow channels): The fluid drive device (auxiliary circulation pump) adjusts the flow rate to 5L / min; the selective absorption coating on the surface of the flow channel (with an absorption rate >92% and an emissivity <30%) efficiently absorbs solar radiation heat and transfers it to the ethylene glycol solution containing nano-copper particles in the flow channel (with a thermal conductivity of 0.65W / (m•K)), causing the medium temperature to rise from 30℃ to 58℃, with each liter of medium absorbing 117. 6kJ sensible heat (calculated based on specific heat capacity 4.2kJ / (L•℃) × temperature difference 28℃), absorbing a cumulative 0.6kWh sensible heat per hour (suitable for a total volume of approximately 5L in the roof flow channel); Energy transfer: The high-temperature medium is transported to the external condenser (equipped with an electric fan) via an auxiliary circulation pump. The fan operates at 3000rpm, accelerating airflow to remove heat and reducing the medium temperature from 58℃ to 28℃; The cooled medium flows back to the cabin evaporator, where it exchanges heat with the cabin air, absorbing heat from the cabin and achieving interior cooling.

[0106] In practical implementation, the light intensity sensor provides real-time feedback on the solar radiation intensity; when the intensity is <500 W / m² 2 When there is insufficient heat outside (such as on cloudy days or in the evening), the control component commands the auxiliary circulation pump to stop, avoiding unnecessary power consumption and reducing power consumption by 30% compared to traditional pure electric air conditioning (which relies on the compressor to run at full load).

[0107] It should be understood that, through the energy storage and on-demand temperature regulation logic under braking conditions shown in this embodiment, on the one hand, the braking energy recovery efficiency can be significantly improved, reaching 95%, which is more than 35% higher than the 60%-70% recovery efficiency of traditional motor-battery energy storage solutions. For example, a single emergency braking (such as braking from 80km / h to a stop, with a braking time of about 2 seconds) can store 1.5kWh of energy, which can meet the continuous heating needs of the cabin for 30 minutes in winter (based on a heating energy consumption of 0.8kWh per hour); on the other hand, the temperature regulation response speed can be greatly optimized. For example, in winter heating scenarios, the cabin temperature can rise from 5°C to 22°C (a temperature difference of 17°C) in just 12 minutes, with a heating rate of 1.42°C / minute; in summer cooling scenarios, the cabin temperature can drop from 55°C to 24°C (a temperature difference of 31°C) in just 15 minutes, with a cooling rate of 2.07°C / minute, both of which are superior to traditional thermal management systems (traditional heating heating rate is about 0.8°C / minute, and cooling cooling rate is about 1.2°C / minute). Finally, it can reduce the energy consumption of thermal management under all operating conditions. For example, in the winter heating phase, relying on the latent heat released by phase change materials, energy consumption is reduced by 40% compared to traditional PTC electric heating; in the summer cooling phase, by absorbing solar radiation heat to share the air conditioning load, power consumption is reduced by 30% compared to traditional pure electric air conditioning, which meets the technical goal of efficiently utilizing braking energy and reducing thermal management energy consumption.

[0108] In this embodiment, the braking energy is directly converted into energy that can be used for thermal management by using the elastic deformation of the vehicle body to drive the energy storage medium during braking and controlling the temperature of the energy storage unit on demand based on the medium state / environmental parameters. This shortens the conversion chain between energy storage and energy use, and at the same time realizes the on-demand distribution of energy (energy storage during braking and temperature adjustment when the temperature changes). This significantly reduces the dependence of thermal management on battery power and improves the vehicle's range and environmental adaptability.

[0109] Based on any of the above embodiments, the method of storing the energy generated by braking through a functional medium within the flow channel structure of the energy storage unit disposed inside the body panel by utilizing the elastic deformation of the body panel includes: Based on the deformation of the vehicle body panel during vehicle braking, the deformation is converted into a force acting on the functional medium. This force is used to instruct the functional medium to absorb and store the energy corresponding to the force through phase change or temperature change.

[0110] Optionally, the elastic deformation of the vehicle body panels during vehicle braking can be monitored in real time using strain sensors in the sensing components.

[0111] It should be noted that the deformation of the body panel refers to the specific value of the reversible elastic deformation of the body panel under the action of inertial force during braking, measured in millimeters, and is positively correlated with braking intensity. The deformation range can be 0.1-1.0 mm, corresponding to a strain of 100-500 με. Exceeding this range may lead to permanent deformation of the body panel.

[0112] The vehicle braking specifically refers to the effective braking state determined by the sensing component (such as a vehicle speed reduction of ≥20km / h within 0.5 seconds detected by the wheel speed sensor, and a longitudinal negative acceleration of ≥0.8g detected by the acceleration sensor). This deformation will not occur in non-braking scenarios (such as going over speed bumps or road bumps).

[0113] As an example, distributed fiber optic strain sensors are used, arranged along the stress-uniform areas of the left and right doors and the roof (avoiding stress concentration areas such as hinges and bolts through finite element analysis). The sensor spatial resolution is 10mm, and the measurement accuracy is ±1με (capable of detecting minute deformations of 0.001mm). When the vehicle brakes suddenly at 80km / h, the wheel speed sensor and acceleration sensor synchronously trigger the effective braking signal, and the strain sensor starts high-frequency sampling (sampling frequency 1kHz). The sensor collects the strain value of the cover in real time (e.g., the maximum strain of the right door is 380με). The control component calculates the actual deformation using a preset strain-deformation conversion formula (deformation = length of the monitored section of the cover × strain value). Example: The length of the monitored section of the right door is 1500mm, and the strain value is 380με (380 × 10⁻⁻⁶). 6 Then the deformation amount = 1500mm × 380 × 10⁻ 6 =0.57mm, which is within the defined safe deformation range of 0.1-1.0mm. The strain sensor and control component are connected via a CAN bus (transmission rate 2Mbps), and the deformation data is updated every 10ms to ensure real-time performance. At the same time, the control component has built-in deformation threshold judgment logic. If the deformation is greater than 1.0mm (corresponding to strain greater than 667με), structural protection is immediately triggered (such as reducing the flow channel pressure) to avoid damage to the cover, which meets the design goal of balancing structural safety and energy storage efficiency.

[0114] For example, the control component calculates and generates a target force for the functional medium based on the deformation of the body panel using a mechanical model, and then applies the force to the medium in the flow channel through the execution component.

[0115] It should be understood that the force refers to the compressive force transmitted to the functional medium through the flow channel structure, and the unit is megapascal (MPa). Essentially, it is to convert the mechanical deformation energy of the body panel into the pressure potential energy of the medium. Its effective range can be 0.2-0.8MPa (below 0.2MPa, the medium has insufficient energy storage, and above 0.8MPa, the risk of the flow channel structure increases).

[0116] The deformation conversion logic can be: a mechanical model based on Hooke's law and the material properties of the body panels (such as the elastic modulus of aluminum alloy of 70 GPa). The core is that the greater the deformation, the greater the required force, ensuring that the medium can fully absorb the energy corresponding to the deformation.

[0117] As an example, the control component incorporates a deformation-force conversion model. The formula is: Force (MPa) = Deformation (mm) × 1.05 + 0.02 (where the coefficient 1.05 is a comprehensive conversion value between the material's elastic modulus and the channel cross-sectional area, and the constant 0.02 is for basic pressure compensation). Example: If the calculated deformation is 0.57 mm, substituting it into the formula yields a target force = 0.57 × 1.05 + 0.02 ≈ 0.62 MPa, which falls within the defined high-efficiency energy storage range of 0.2-0.8 MPa. The control component sends a PWM command (65% duty cycle) to the pressure regulating device in the execution component. Within 100 ms, the pressure regulating device increases the pressure within the channel from 0.1 MPa in standby mode to 0.62 MPa. This pressure is transmitted through the channel wall to the internal functional medium, forming a compressive force on the medium. The pressure regulating device has a built-in pressure feedback sensor (measurement accuracy ±0.02MPa) that provides real-time feedback of the actual pressure to the control component. If the deviation between the actual pressure and the target force is greater than 5% (e.g., target 0.62MPa, actual 0.58MPa), the control component dynamically adjusts the PWM duty cycle (increasing it to 68%) to ensure that the force accurately matches the energy demand corresponding to the deformation, thus avoiding undervoltage energy storage or overvoltage structural risks.

[0118] Understandably, the absorption and storage of energy by a functional medium through phase change or temperature change refers to the absorption and storage of braking energy corresponding to the force under the action of the aforementioned forces, through phase change (latent heat storage) or temperature change (sensible heat storage).

[0119] Phase change specifically refers to the solid-liquid phase transition of phase change materials (such as sodium sulfate decahydrate) under the combined action of force and frictional heat. During the transition, a large amount of latent heat is absorbed, which is the main form of energy storage.

[0120] Temperature change specifically refers to the temperature rise caused by turbulence generated by the molecular collisions of a fluid medium containing thermally conductive particles (such as an ethylene glycol solution containing 0.5% nano copper particles) under the action of force. Energy is stored through sensible heat (energy changes with temperature without state transition).

[0121] The energy corresponding to the force refers to the mechanical energy converted from the deformation of the body panel. Most of it is stored through the latent heat of the phase change material, and a small part is stored through the sensible heat of the fluid medium. The total energy storage efficiency is ≥92%.

[0122] In this embodiment, the braking energy storage steps are refined into a conversion chain of vehicle body deformation → force applied to the medium → energy storage due to phase change / temperature change of the medium. This allows the force applied to the medium to be dynamically matched with the vehicle body deformation (deformation of 0.1-1.0 mm corresponds to a pressure of 0.2-0.8 MPa). This ensures that the medium can fully absorb braking energy while avoiding excessive force that could damage the vehicle body or flow channel, thus achieving a balance between energy absorption and structural safety.

[0123] Based on any of the above embodiments, if the functional medium state parameters and surrounding environmental parameters collected by the sensing component determine that the vehicle needs temperature adjustment, the control component controls the energy storage unit to release stored energy, or controls the energy storage unit to absorb external energy, to adjust the vehicle temperature, including: When it is determined that the vehicle has received a heating command, the control component controls the functional medium to release the stored energy, transfers heat to the interior of the vehicle through heat exchange, and controls the execution component to adjust the flow state of the functional medium. When it is determined that the vehicle has received a cooling command, the control component controls the energy storage unit to absorb external energy, transfers the absorbed energy to the outside of the vehicle, and controls the execution component to adjust the flow state of the functional medium.

[0124] It should be noted that this embodiment focuses on the goal of on-demand temperature regulation and achieves precise temperature control through a scenario-based approach. Specifically, it includes two major scenarios: increasing temperature (heating) and decreasing temperature (cooling). Both scenarios require the execution components to dynamically adjust the flow state of the functional medium to ensure energy transfer efficiency and temperature regulation accuracy. This is a path to achieve deep coupling of energy and thermal management.

[0125] I. For scenarios requiring increased temperature (such as winter heating): The energy release of functional media refers to the synergistic effect of phase change materials and fluid media containing thermally conductive particles: (1) The phase change material acts as the main energy source and releases latent heat through liquid-solid phase change. After the control component sends the energy release command to the flow channel system, the liquid sodium sulfate decahydrate (phase change temperature 32°C) in the flow channel flows through the cockpit brazed plate heat exchanger. After exchanging heat with the cockpit heating air duct, the temperature drops below 32°C and gradually solidifies into a solid (the dielectric constant sensor detects that ε drops from 24 to 8±0.5, indicating that the phase change is complete). Each kilogram of sodium sulfate decahydrate... 200kJ of latent heat is released, and 6kg of phase change material in the flow channel releases a total of 1.2kWh of latent heat; (2) The fluid medium acts as an auxiliary energy source, releasing sensible heat by lowering the temperature - an ethylene glycol solution containing 0.5% nano-copper particles (thermal conductivity 0.65W / (m·K)) is mixed with the phase change material and flows, the temperature drops from 35℃ to 25℃, and combined with its specific heat capacity of 4.2kJ / (L·℃) and total volume of 8L, the cumulative sensible heat released is 4.2×8×10=336kJ (0.093kWh). The total energy released by the two is about 1.293kWh, which can meet the heat demand of the cabin from 5℃ to 22℃.

[0126] Heat exchange refers to the exchange between the functional medium within the flow channel and the cabin heating duct via a brazed plate heat exchanger (such as an aluminum plate with a thickness of 0.2 mm and a heat exchange area of ​​0.5 m²). 2 Heat transfer is achieved as follows: the functional medium flows through the heat exchanger's medium-side channel at a flow rate of 6 L / min, while a 50% ethylene glycol aqueous solution in the heating air duct flows through the coolant-side channel at a flow rate of 8 L / min. The two fluids exchange heat indirectly through a metal plate. The 1.293 kWh of heat released by the medium raises the coolant temperature from 15°C to 38°C. The heated coolant then flows through the cabin heating air core, where a blower operates at a speed of 300 m³ / min. 3 A flow rate of / h blows hot air into the cabin, raising the cabin temperature from 5°C to 22°C within 12 minutes. In practice, a temperature sensor is installed at both the inlet and outlet of the heat exchanger to monitor the temperature difference between the medium and the coolant in real time. When the temperature difference is less than 5°C (indicating a decrease in heat exchange efficiency), the control unit automatically increases the medium flow rate to ensure a heat exchange efficiency of ≥92% and avoid heat loss.

[0127] The actuators include a brushless DC circulating pump (which is a fluid drive device) and a piezoelectric pressure compensation valve (which is a pressure regulating device) connected to the control components. These two components work together to regulate the flow rate of the medium (controlling the heat transfer rate) and the flow channel pressure (controlling flow resistance). During the heating phase, the medium flow rate ranges from 3 to 8 L / min, and the pressure ranges from 0.2 to 0.4 MPa. During the initial heating phase (cabin temperature 5℃), the control unit instructs the main circulation pump with a rated power of 45W to operate at a flow rate of 6L / min (PWM duty cycle 60%) to ensure a heating rate ≥1℃ / min. During the later heating phase (cabin temperature 20℃), the pump speed is reduced to 3L / min (PWM duty cycle 30%) to reduce ineffective medium circulation and save 50% of pump power compared to full-load operation. During the heating phase, the flow channel pressure requirement is lower than that during the energy storage phase (no high pressure is required to induce phase change). The control component instructs the pressure compensation valve to reduce the pressure from 0.6MPa during energy storage to 0.3MPa. The pressure feedback sensor (accuracy ±0.02MPa) monitors the pressure in real time. If the pressure rises to 0.4MPa due to flow channel resistance, the valve opening automatically increases from 50% to 70% to maintain pressure stability.

[0128] In practice, the adjustment logic of the execution component is calibrated through a BP neural network model with an error of less than 3% to ensure that the flow rate, pressure and heat exchange requirements are accurately matched, ultimately achieving the technical goal of reducing heating energy consumption by 40% compared to traditional PTC electric heating.

[0129] II. For scenarios involving temperature reduction (such as summer cooling): The control component determines the cooling demand based on three types of parameters collected by the sensing component and through logic: a) the state of the functional medium (temperature 30℃, dielectric constant ε=8, phase change material is solid, determined to be capable of absorbing energy); b) the surrounding environment (temperature 40℃, light intensity 900W / m²). 2 (a) The ambient heat is sufficient; (b) The cabin temperature is 60℃, which is higher than the human comfort threshold of 26℃. When all three parameters are met simultaneously, the control component outputs a cooling command, triggering the cooling process.

[0130] The energy storage unit absorbs external energy primarily through a fluid medium containing thermally conductive particles, supplemented by phase change materials. The external energy is mainly solar radiation heat, which is efficiently captured by a selective absorption coating with an absorptivity >92% on the flow channel surface. Fluid medium energy absorption (main carrier): The control component commands the roof-mounted flow channel to start independently. An auxiliary circulation pump with a rated power of 25W drives an ethylene glycol solution containing nano-copper particles to circulate at a flow rate of 5L / min. The flow channel absorbs solar radiation heat (900W / m²). 2 This raises the fluid temperature from 30℃ to 58℃; considering the fluid specific heat capacity of 4.2kJ / (L·℃) and the total volume of the roof channel of 5L, the cumulative absorbed sensible heat is 4.2×5×28=588kJ (0.163kWh), which can absorb 0.6kWh per hour; Phase change material energy absorption (auxiliary carrier): When the ambient temperature is 40℃ > the phase change material threshold temperature of 32℃, 2kg of solid sodium sulfate decahydrate in the roof channel absorbs the heat transferred by the fluid and gradually melts into a liquid state (the dielectric constant ε increases from 8 to 15, and the phase change progress is 50%). Each kilogram absorbs 200kJ of latent heat, and a total of 0.111kWh of latent heat is absorbed.

[0131] The main carrier and the auxiliary carrier together absorb approximately 0.274 kWh of energy, which can share 30% of the cooling load of a traditional air conditioner (summer cooling load of approximately 0.9 kWh / h).

[0132] The high-temperature medium (i.e., fluid + liquid phase change material) after absorbing heat is transported by an auxiliary pump to an external pipe-type condenser (heat dissipation area 1.2m²). 2 The condenser is equipped with an electric fan with a speed of 1000~3000rpm; the control component instructs the fan to run at 3000rpm to accelerate airflow and heat exchange with the medium, so that the medium temperature drops from 58℃ to 28℃, releasing 0.274kWh of heat; the cooled medium flows back to the cabin evaporator, and the cabin temperature is reduced from 60℃ to 24℃ within 15 minutes.

[0133] The component adjustment includes: (1) Flow rate adjustment: initial cooling stage (light intensity 900W / m 2 The auxiliary pump operates at a flow rate of 5L / min (PWM duty cycle 50%) to quickly absorb solar radiation heat; in cloudy conditions (light intensity < 500W / m²), 2 (1) Control component commands pump to stop to avoid ineffective energy consumption; (2) Fan adjustment: When the medium temperature is >50℃, the fan runs at full load at 3000rpm; when the medium temperature is <35℃, the fan drops to 1500rpm, saving 75% of power consumption compared to full load.

[0134] By dynamically adjusting the components, the cooling energy consumption in summer is reduced by 30% compared to traditional pure electric air conditioners. At the same time, it avoids overheating of the medium that damages the flow channel or insufficient heat dissipation that leads to cooling failure, thus meeting the technical goals of efficient and safe cooling.

[0135] In this embodiment, by refining the on-demand temperature adjustment steps to control the energy release of the medium + heat exchange + flow adjustment of the actuator during heating and control the energy absorption and transfer of the energy storage unit + flow adjustment of the actuator during cooling, the latent heat / sensible heat of the medium is efficiently transferred to the vehicle interior during heating and the external energy is efficiently transferred to the outside of the vehicle during cooling. At the same time, the flow state is dynamically adjusted by the actuator to ensure temperature control accuracy, significantly improving the thermal management response speed and efficiency and reducing heating / cooling energy consumption.

[0136] In addition, refer to Figure 2This application also provides an integrated vehicle body energy storage and release method, which corresponds to the aforementioned integrated vehicle thermal management system and thermal management method. The complete processing flow of the integrated thermal management system and thermal management method is illustrated in the integrated vehicle body energy storage and release method.

[0137] This embodiment embeds three-dimensional microchannel energy storage units within the interlayer of vehicle body panels such as doors, roof, and hood, constructing an integrated system that deeply integrates mechanical load-bearing and energy management, enabling real-time capture of braking energy and active regulation of cabin temperature. The microchannels are made of high-strength thermally conductive aluminum-based silicon carbide material, with a cross-sectional diameter of 0.5-2 mm and a spacing of 5-10 mm. They are arranged along areas of uniform stress on the vehicle body and avoid stress concentration areas such as hinges through finite element analysis, ensuring that the structural strength is retained at ≥95% after embedding. The channels are filled with a functional fluid consisting of a phase change material and an ethylene glycol solution containing nano-copper particles. The former stores the latent heat converted from braking deformation energy through a solid-liquid phase change, while the latter stores sensible heat through kinetic energy. The type of medium is determined based on the vehicle's operating environment (cold, tropical, temperate), and the phase change parameters or thermal conductivity are calibrated using differential scanning calorimetry.

[0138] The complete workflow is as follows: When the vehicle brakes, wheel speed sensors and acceleration sensors monitor the vehicle's acceleration in real time. Once the acceleration reaches a certain value, the energy storage process is triggered. Under the action of inertial force, the body panels undergo controllable elastic deformation. The strain of key parts such as the door outer panels and roof beams is tracked by distributed fiber optic strain sensors with a spatial resolution of 10mm and an accuracy of ±0.001%. The deformation is converted into extrusion pressure on the medium within the microchannels, with the pressure range stable at 0.2-0.8MPa.

[0139] Energy conversion exhibits a dual-path characteristic at this stage: For phase change material systems, the initial temperature of the medium is monitored by an embedded thin-film thermocouple with a response time of less than 10 ms and an accuracy of ±0.1℃. When the temperature rises to the preset phase change threshold, the molecular lattice structure of the phase change material is reconstructed, and solid molecules break free from van der Waals forces to become liquid. During this process, each kilogram of material can absorb 200-240 kJ of deformation energy, i.e., the latent heat of solid-liquid phase change, realizing the direct conversion of mechanical energy into chemical potential energy. The phase change process is tracked in real time by a dielectric constant sensor to ensure that more than 90% of the molecules participate in the phase change reaction. For functional fluid systems, the nano-copper thermal conductive liquid absorbs external heat to form turbulence in the flow channel. Fluid molecules collide with the flow channel wall at high frequency, and kinetic energy is converted into thermal energy through viscous dissipation. Among them, the 50 nm diameter nano-copper particles serve as a heat carrier, which can improve the molecular kinetic energy transfer efficiency by 40%, and store 4.2 kJ of energy for every 1℃ increase in fluid temperature.

[0140] The medium's status data is aggregated to the central controller via a CAN bus at a transmission rate of 2Mbps. The controller calls an energy conversion model trained on a BP neural network with an error of less than 3% to calculate the energy storage efficiency η = actual stored energy / total braking energy × 100%. When η is below 80%, a piezoelectric pressure compensation valve is immediately activated, with a response time of less than 50ms and an opening adjustment accuracy of ±1%. This increases the internal pressure of the flow channel to improve the medium's compression ratio, prompting more molecules to overcome the phase transition energy barrier and complete lattice reconstruction. When the cabin temperature sensor detects a temperature deviation from the set value, or the battery management system indicates that the battery temperature is below 15°C and preheating is required, or the motor controller indicates that the winding temperature exceeds 75°C and heat dissipation is needed, the system switches to energy release regulation mode, and energy conversion enters the reverse release phase. The central controller integrates environmental sensor data; the infrared temperature sensor monitors the outside temperature with an accuracy of ±0.5°C, and the light intensity sensor has a range of 0-1500W / m². 2 Accuracy ±20W / m 2 The humidity sensor has an accuracy of ±3%RH, and a multi-dimensional decision matrix is ​​generated by combining the current state of the energy storage unit.

[0141] In heating scenarios, the energy conversion path is "chemical potential energy / sensible heat → thermal energy → cabin heat": the controller prioritizes the release of energy from the energy storage unit to drive a brushless DC circulating pump with a rated power of 45W and a maximum flow rate of 8L / min, using a phase change material (PCM) speed-regulating method to transport the high-temperature medium. The PCM then flows through a brazed plate heat exchanger with a heat exchange area of ​​0.5m². 2 With a pressure loss of less than 50 kPa, during heat exchange with the cabin heating ducts, liquid molecules re-condense into a solid state, releasing latent heat of phase change, with 200-240 kJ of heat released per kilogram of material. The functional fluid then contacts the heat exchanger tube wall through turbulence, transferring sensible heat to the cabin heating ducts. The heat exchange efficiency is monitored in real time by inlet and outlet temperature difference sensors with an accuracy of ±0.2℃. When the efficiency is below 85%, the pump speed is automatically adjusted to increase the flow rate, ensuring that 0.5-0.8 kWh of heat can be released to the cabin per hour, replacing an electric heating device of equivalent power. At the same time, the thermopile sensor has a resolution of 1 mK to monitor the temperature field of the vehicle body structure, ensuring that the temperature gradient on the outer wall of the flow channel is less than 5℃ / cm, avoiding local overheating that could lead to abnormal structural stress.

[0142] In a cooling scenario, the energy conversion path is "solar radiation energy → sensible heat → ambient heat energy": The controller activates the series circuit between the roof-mounted flow channel and the condenser. A low-temperature fluid with an initial temperature not exceeding 30°C flows through the roof-mounted flow channel. Its surface selective absorption coating has an absorption rate exceeding 92% and an emissivity below 30%, converting solar radiation energy into fluid heat energy, causing the fluid temperature to rise by 25-30°C per liter per hour, storing 0.5-0.6 kWh of sensible heat. The high-temperature fluid then enters the parallel-flow condenser, with a heat dissipation area of ​​1.2 m². 2 Air volume 300m3 At 12000 Hz, heat is dissipated to the outside via a variable frequency compressor. The compressor operates at 380V with a frequency adjustment range of 20-120Hz, consuming only 60%-70% of the energy required in traditional mode. Because the fluid has pre-absorbed and transferred some heat, the load on the air conditioning system from the cabin is reduced, lowering power consumption by 0.3-0.4 kWh per hour. The compressor frequency is dynamically adjusted using a PID algorithm with a proportional coefficient Kp=0.6, an integral coefficient Ki=0.05, and a derivative coefficient Kd=0.2. Temperature deviation is calculated every 100ms to ensure cabin temperature fluctuations do not exceed ±0.5℃.

[0143] The entire process utilizes high-frequency data acquisition and rapid decision-making to form a closed-loop control: during the energy storage phase, the energy storage efficiency and structural stress values ​​are updated every 200ms, calculated using a strain-stress conversion model with an error of less than 5%; during the energy release regulation phase, the temperature regulation accuracy and flow channel pressure are simultaneously verified every 150ms. When the structural stress exceeds 80% of the material's yield strength, a three-level protection mechanism is immediately triggered—level one reduces the pump speed by 20%, level two shuts down non-critical flow channel branches, and level three activates a mechanical locking device to restrict media flow, ensuring that the strain of the vehicle body panels never exceeds 0.5%, i.e., 70% of the yield strain. Ultimately, this achieves the coordinated operation of efficient energy storage, precise on-demand energy release, and structural safety protection.

[0144] Additionally, refer to Figure 3 An example of the integrated implementation of low-temperature braking energy recovery and cabin heating in winter is as follows: In an environment of -15℃, a pure electric SUV with a curb weight of 1.8 tons brakes to a stop at a speed of 60km / h. The total braking energy is estimated to be 1.5kWh based on wheel speed sensors and the vehicle dynamics model. At this time, the microchannels in the doors, roof, and hood deform elastically with the vehicle body, compressing the sodium sulfate decahydrate phase change material filled inside. The micro-strain gauges and thermocouples on the channel walls monitor the medium temperature in real time, which rises from the initial 5℃ to 18℃, triggering a solid-liquid phase change, and actually storing 1.2kWh of heat. After receiving the energy storage status data, the central controller simultaneously analyzes the cabin temperature and environmental parameters, and starts the heating mode: it turns on the circulation pump with a flow rate of 3L / min, and transfers the heat from the high-temperature phase change material to the cabin heating system through a water-heating heat exchanger with a heat exchange efficiency of 92%, replacing the 0.8kWh energy consumption of the traditional electric heating device. During this process, the system dynamically adjusts the pump speed and valve opening every 200ms using a PID algorithm to ensure that the cabin temperature rises steadily at a rate of 1.5℃ / min, while monitoring that the stress on the vehicle body structure remains below 75% of the material's yield strength. Ultimately, the cabin temperature rises to 22℃ within 10 minutes, reducing energy consumption by 65% ​​compared to traditional battery-powered heating solutions, increasing braking energy utilization to 85%, and without any abnormal decrease in vehicle body strength due to the microchannel embedding.

[0145] ReferenceFigure 4 The following is an example of optimizing vehicle body sun protection and air conditioning load in high-temperature summer environments: In an open-air environment at 40℃, after the vehicle has been parked for 2 hours, the solar radiation intensity on the roof reaches 900W / m². 2 The surface temperature of the roof cover rises to 65°C. Microchannels within the roof interlayer are filled with ethylene glycol heat-conducting fluid containing 0.5% nano-copper particles. A selective absorption coating on the surface efficiently captures solar radiation heat, causing the fluid temperature to rapidly rise from 30°C to 58°C, storing 0.6 kWh of sensible heat. When the user starts the vehicle and sets the cabin temperature to 24°C, the central controller detects a current cabin temperature of 55°C and immediately activates the cooling mode: first, it opens the coupling circuit between the flow channel and the roof condenser, delivering the high-temperature heat-conducting fluid to the external condenser at a flow rate of 5 L / min. The heat is then dissipated to the outside via a variable frequency compressor, simultaneously reducing the compressor power consumption of the air conditioning system. During this process, environmental sensors installed on the A-pillars provide real-time feedback on humidity and light data. The central controller dynamically adjusts the flow channel flow and compressor frequency through a multi-field coupling algorithm. When the fluid temperature drops to 40°C, the compressor frequency automatically drops to 50 Hz, forming a closed-loop control of "heat absorption-heat dissipation-power optimization". Ultimately, the cabin temperature dropped to 24°C within 12 minutes, which shortened the cooling time by 5 minutes compared to the traditional solution that relies solely on air conditioning. The power consumption of the air conditioning system was reduced by 30%, and the thermal deformation of the vehicle body structure under high temperature conditions was controlled within the safe threshold, verifying the reliability of the microfluidic layout and material selection.

[0146] In this embodiment, the conformal design of the microchannel energy storage unit and the body panels, the differentiated application of phase change materials and functional fluids, and the intelligent control strategy based on multi-sensor fusion jointly achieve efficient recovery of braking energy and precise regulation of cabin temperature. The optimized flow path and medium filling process through finite element analysis ensure that over 96% of the vehicle body's mechanical strength is retained during implementation, and the system response time is controlled within 200ms, improving engineering practicality under complex operating conditions.

[0147] Based on the methods described in any of the above embodiments, this application also provides a computer storage medium storing a computer program, which, when executed by a processor, can be used to perform the methods described in any of the above embodiments.

[0148] Based on the methods described in any of the above embodiments, this application also provides a computer program product, which includes one or more computer programs or instructions. The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. When executed by a processor, the computer program implements the methods described in any of the above embodiments.

[0149] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0150] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0151] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0152] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0153] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0154] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A vehicle-based integrated thermal management system, characterized in that, The system includes: Body panels; An energy storage unit is installed inside the vehicle body panel. The energy storage unit includes a flow channel structure, which is filled with a functional medium that stores and releases energy through state changes. Sensing components are used to collect vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters; A control component, connected to the energy storage unit and the sensing component, is used to control the energy storage unit to store or release energy to regulate the temperature of the vehicle based on the vehicle operating status parameters, functional medium status parameters, and surrounding environmental parameters collected by the sensing component.

2. The system according to claim 1, characterized in that, The flow channel structure is a three-dimensional flow channel, and the flow channel structure is made of a material with strength and thermal conductivity that meet preset requirements. The flow channel structure is arranged along the stress uniform area of ​​the vehicle body panel.

3. The system according to claim 2, characterized in that, The surface of the flow channel structure is provided with a selective absorption coating.

4. The system according to claim 1, characterized in that, The functional medium includes phase change materials and / or fluid media containing thermally conductive particles; the phase change material absorbs energy through solid-liquid phase change and releases energy through liquid-solid phase change; the fluid medium stores or releases sensible heat through temperature changes.

5. The system according to claim 1, characterized in that, The sensing components include sensors for monitoring the vehicle's braking status, sensors for monitoring the strain of the vehicle body panels, sensors for monitoring the temperature and phase change state of the functional medium, and sensors for monitoring the ambient temperature.

6. The system according to claim 1, characterized in that, It also includes an execution component connected to the control component for adjusting the pressure within the flow channel structure or adjusting the flow state of the functional medium. The execution component includes a pressure regulating device and / or a fluid driving device.

7. A thermal management method based on any one of the vehicle-based integrated thermal management systems according to claims 1-6, characterized in that, The method includes: When the vehicle is determined to be in a braking state by the vehicle operating status parameters collected by the sensing components, the energy generated by braking is stored by the functional medium in the flow channel structure of the energy storage unit set inside the body panel through the elastic deformation of the body panel. If the functional medium state parameters and surrounding environmental parameters collected by the sensing component determine that the vehicle needs temperature regulation, the control component controls the energy storage unit to release the stored energy or controls the energy storage unit to absorb external energy in order to regulate the temperature of the vehicle.

8. The method according to claim 7, characterized in that, The method of utilizing the elastic deformation of the vehicle body panel to store the energy generated by braking through a functional medium within the flow channel structure of the energy storage unit disposed inside the vehicle body panel includes: Based on the deformation of the vehicle body panel during vehicle braking, the deformation is converted into a force acting on the functional medium. This force is used to instruct the functional medium to absorb and store the energy corresponding to the force through phase change or temperature change.

9. The method according to claim 7, characterized in that, If the functional medium state parameters and surrounding environmental parameters collected by the sensing component determine that the vehicle needs temperature regulation, the control component controls the energy storage unit to release stored energy or controls the energy storage unit to absorb external energy to regulate the vehicle temperature, including: When it is determined that the vehicle has received a heating command, the control component controls the functional medium to release the stored energy, transfers heat to the interior of the vehicle through heat exchange, and controls the execution component to adjust the flow state of the functional medium. When it is determined that the vehicle has received a cooling command, the control component controls the energy storage unit to absorb external energy, transfers the absorbed energy to the outside of the vehicle, and controls the execution component to adjust the flow state of the functional medium.

10. A vehicle, characterized in that, The vehicle includes the system as described in claim 1.

11. A computer-readable storage medium, characterized in that, It stores computer instructions that, when executed by a processor, implement the steps of any of the methods described in claims 7-9.

12. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method described in any one of claims 7-9.

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