Thermal management system, method, device, vehicle and electronic device for a vehicle climate control device

Abstract

Embodiments of the present application provide a thermal management system, method and device for a vehicle temperature control device, a vehicle and an electronic device. The system comprises: a device cooling loop, part of the components of the device cooling loop are attached to an energy conversion element of the vehicle temperature control device; a heat flow distribution element arranged between the battery cooling loop and the device cooling loop; a parameter acquisition module configured to acquire a first operating parameter of a power device on the vehicle and a driving parameter of the vehicle; a control unit connected to the energy conversion element, the heat flow distribution element and the parameter acquisition module, configured to construct a first control parameter of the heat flow distribution element and a second control parameter of the energy conversion element based on the first operating parameter and the driving parameter, and control the heat flow distribution element to operate based on the first control parameter and control the energy conversion element to operate based on the second control parameter. The present application solves the technical problem of low cooling efficiency of the vehicle temperature control device in the related art.

Description

Technical Field

[0001] This application relates to the fields of thermal management and temperature control technology, and in particular to a thermal management system, method, device, vehicle, and electronic equipment for vehicle-mounted temperature control devices. Background Technology

[0002] In the current automotive industry, especially in the field of new energy vehicles, in-vehicle semiconductor thermostats are becoming increasingly important as key devices for maintaining constant temperatures for food, beverages, and other items inside the vehicle. With advancements in semiconductor technology, thermostats based on the Peltier effect have gained widespread application in passenger vehicles, particularly electric vehicles, due to their small size, light weight, and lack of refrigerant leakage risk. However, current thermal management strategies result in relatively low cooling efficiency for in-vehicle semiconductor thermostats, leading to a poor user experience. Summary of the Invention

[0003] This application provides a thermal management system, method, apparatus, vehicle, and electronic device for vehicle-mounted temperature control equipment, aiming to improve the problem of low cooling efficiency of vehicle-mounted temperature control equipment in related technologies.

[0004] According to one embodiment of this application, a thermal management system for an on-board temperature control device is provided, comprising: a device cooling circuit, wherein a portion of the device cooling circuit is attached to an energy conversion element of the on-board temperature control device for heat exchange with the energy conversion element, thereby regulating the temperature of the on-board temperature control device through the energy conversion element; a heat flow distribution element, disposed between a battery cooling circuit and a device cooling circuit, for distributing coolant from the battery cooling circuit to the device cooling circuit; a parameter acquisition module, for acquiring first operating parameters of the power equipment on the vehicle and driving parameters of the vehicle, wherein the first operating parameters characterize the device temperature of the power equipment; and a control unit, connected to the energy conversion element, the heat flow distribution element, and the parameter acquisition module, for determining the system operation mode of the thermal management system based on the first operating parameters and the driving parameters, and constructing first control parameters for the heat flow distribution element and second control parameters for the energy conversion element based on the system operation mode, controlling the operation of the heat flow distribution element based on the first control parameters, and controlling the operation of the energy conversion element based on the second control parameters, wherein the thermal management system achieves different objectives under different system operation modes, the first control parameters are used to adjust the output flow of the heat flow distribution element, and the second control parameters are used to adjust the energy conversion efficiency of the energy conversion element.

[0005] Furthermore, the equipment cooling circuit includes: an evaporator, which is in contact with the energy conversion element and is used for heat exchange with the energy conversion element; a condenser, the condenser's inlet is connected to the heat flow distribution element, the condenser's outlet is connected to the battery cooling circuit, the condensate outlet of the condenser is connected to the evaporator's liquid storage chamber return port through a condensation pipe, and the condenser's steam inlet is connected to the evaporator's steam outlet through a steam pipe. The condenser is used to exchange heat with the evaporator using the coolant distributed by the heat flow distribution element.

[0006] Furthermore, the condensate piping and steam piping are flexible.

[0007] Furthermore, the evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element through a thermal interface material, while the cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

[0008] Furthermore, the heat flow distribution element includes: a three-way valve, the first end of which is connected to the outlet of the condenser, the second end of which is connected to the inlet of the condenser, and the third end of which is connected to the inlet of the battery cooling circuit.

[0009] Furthermore, the evaporator includes: a liquid storage chamber for storing a liquid working fluid; a suction core for uniformly conveying the liquid working fluid stored in the liquid storage chamber to the heating surface for heat exchange with the energy conversion element, wherein the evaporator contacts the energy conversion element through the heating surface; and a steam channel for transferring the collected gaseous working fluid through the steam outlet of the evaporator to a steam pipeline, wherein the gaseous working fluid is used to characterize the liquid working fluid that undergoes a phase change after heat exchange.

[0010] According to one embodiment of this application, a thermal management method for an on-board temperature control device is provided, applied to the thermal management system described in any embodiment of this application, comprising: acquiring first operating parameters of the power equipment on the vehicle and driving parameters of the vehicle; determining a system operating mode of the thermal management system based on the first operating parameters and driving parameters, wherein the thermal management system achieves different objectives under different system operating modes; constructing first control parameters for a heat flow distribution element and second control parameters for an energy conversion element based on the system operating mode; controlling the operation of the heat flow distribution element based on the first control parameters and controlling the operation of the energy conversion element based on the second control parameters.

[0011] Furthermore, based on the system operation mode, a first control parameter for the heat flow distribution element and a second control parameter for the energy conversion element are constructed, including: acquiring environmental parameters of the vehicle driving environment, as well as the second operating parameters and expected parameters of the vehicle temperature control device, wherein the expected parameters are used to characterize the parameters that the vehicle temperature control device is expected to achieve during operation; based on the system operation mode, the first control parameter is constructed using the environmental parameters, driving parameters, second operating parameters, and expected parameters; based on the system operation mode, the second control parameter is constructed using the second operating parameters and expected parameters.

[0012] Furthermore, the driving parameters include: vehicle speed; the environmental parameters include: ambient temperature of the vehicle's driving environment; the second operating parameters include: operating temperature of the on-board temperature control device; the desired parameters include: desired temperature of the on-board temperature control device; and the first control parameter includes: water valve opening value of the three-way valve. Based on the system operating mode, the first control parameter is constructed using the environmental parameters, driving parameters, second operating parameters, and desired parameters. This includes: when the system operating mode is the first mode, constructing a first compensation amount based on the driving speed and a second compensation amount based on the ambient temperature, wherein, in the first mode, the thermal management system and the on-board temperature control device operate collaboratively; obtaining the temperature difference based on the difference between the desired temperature and the operating temperature; performing feedback control calculations on the temperature difference to obtain a third compensation amount; and adjusting the initial opening value of the three-way valve based on the first, second, and third compensation amounts to obtain the water valve opening value.

[0013] Furthermore, the method also includes: when the system operating mode is the second mode, determining the water valve opening value as a first opening value, wherein the first opening value is used to characterize the minimum opening value used when the three-way valve can distribute the coolant flow, and in the second mode, the thermal management system operates based on the maximum cooling demand of the power equipment; when the system operating mode is the third mode, determining the water valve opening value as a second opening value, wherein the second opening value is used to characterize the maximum opening value used when the three-way valve can distribute the coolant flow, and in the third mode, the thermal management system assists the on-board temperature control device in generating heat; when the system operating mode is the fourth mode, determining the water valve opening value as a third opening value, wherein the third opening value is used to characterize the basic opening value used when the three-way valve can distribute the coolant flow, and in the fourth mode, the thermal management system operates based on the minimum cooling demand of the on-board temperature control device; and when the system operating mode is the fifth mode, controlling the three-way valve to close, wherein the fifth mode is used to characterize the presence of a safety risk in the thermal management system or the on-board temperature control device.

[0014] Furthermore, the energy conversion element includes a cooling chip, and the second control parameter includes the operating power of the cooling chip. Based on the system operating mode, the second control parameter is constructed using the second operating parameter and the desired parameter, including: determining the initial power of the cooling chip based on the difference between the desired temperature and the operating temperature; when the system operating mode is the second mode, obtaining a target coefficient based on the product of the battery temperature of the vehicle battery and a preset coefficient, and adjusting the initial power based on the target coefficient to obtain the operating power; when the system operating mode is the third mode, reversing the rated current corresponding to the energy conversion element to obtain a reversing current, and adjusting the initial power based on the reversing current to obtain the operating power.

[0015] Furthermore, the method also includes: determining the operating power as the initial power when the system operating mode is the first mode; determining the operating power as the first power when the system operating mode is the fourth mode, wherein the first power is used to characterize the minimum power that the cooling chip can use when the vehicle is running; and controlling the cooling chip to turn off when the system operating mode is the fifth mode.

[0016] Furthermore, the power equipment includes: a vehicle battery; the first operating parameter includes: the battery temperature of the vehicle battery; the driving parameter includes: the driving mode of the vehicle; based on the first operating parameter and the driving parameter, the system operating mode of the thermal management system is determined, including: when the driving mode is parking mode, determining the system operating mode as a fourth mode; when the driving mode is not parking mode and the battery temperature is greater than or equal to a first preset threshold, determining the system operating mode as a first mode; when the driving mode is not parking mode and the battery temperature is less than or equal to a second preset threshold, determining the system operating mode as a third mode, where the second preset threshold is less than the first preset threshold; when the driving mode is not parking mode and the thermal management system or the on-board temperature control device malfunctions, determining the system operating mode as a fifth mode; when the driving mode is not parking mode, the battery temperature is greater than the second preset threshold, the battery temperature is less than the first preset threshold, and the thermal management system or the on-board temperature control device does not malfunction, determining the system operating mode as a second mode.

[0017] Furthermore, after controlling the operation of the heat flow distribution element based on the first control parameter and the operation of the energy conversion element based on the second control parameter, the method further includes: acquiring the operating temperature and desired temperature of the on-board temperature control device, as well as the operating target corresponding to the system operating mode; evaluating the performance of the thermal management system based on the operating temperature and desired temperature to obtain a performance evaluation result, wherein the performance evaluation result is used to characterize whether the performance of the thermal management system can meet the operating target; if the performance evaluation result indicates that the performance of the thermal management system cannot meet the operating target, re-execute the steps of acquiring the first operating parameters of the power equipment on the vehicle and the vehicle's driving parameters, and determining the system operating mode of the thermal management system based on the first operating parameters and driving parameters, constructing the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the system operating mode, controlling the operation of the heat flow distribution element based on the first control parameter, and controlling the operation of the energy conversion element based on the second control parameter, until the performance of the thermal management system can meet the operating target.

[0018] According to one embodiment of this application, a thermal management device for an on-board temperature control device is provided, applied to the thermal management system described in any embodiment of this application, comprising: a parameter acquisition module for acquiring first operating parameters of the power equipment on the vehicle and driving parameters of the vehicle; a mode determination module for determining a system operating mode of the thermal management system based on the first operating parameters and driving parameters, wherein the thermal management system achieves different objectives under different system operating modes; a parameter construction module for constructing first control parameters for a heat flow distribution element and second control parameters for an energy conversion element based on the system operating mode, wherein the heat flow distribution element is used to characterize the element in the thermal management system that distributes the flow rate of coolant in the battery cooling circuit, and the energy conversion element is used to characterize the element in the on-board temperature control device that regulates the temperature of the on-board temperature control device based on the operating requirements of the on-board temperature control device; and an element control module for controlling the operation of the heat flow distribution element based on the first control parameters and controlling the operation of the energy conversion element based on the second control parameters.

[0019] According to one embodiment of this application, a vehicle is provided that includes the thermal management system described in any embodiment of this application.

[0020] According to one embodiment of this application, an electronic device is provided, including a processor and a memory, wherein the memory is used to store a computer program; and the processor is used to execute the program stored in the memory to implement the method described in any embodiment of this application. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the thermal management system of an on-board temperature control device according to an embodiment of this application;

[0022] Figure 2 This is an architecture diagram of a thermal management system provided according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a condenser provided according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram of the external shape of a flat-plate evaporator according to an embodiment of this application;

[0025] Figure 5 This is a cross-sectional view of an evaporator according to an embodiment of this application;

[0026] Figure 6 This is a flowchart of a thermal management method for an on-board temperature control device according to an embodiment of this application;

[0027] Figure 7 This is a schematic diagram illustrating the execution process of a thermal management method for an on-board temperature control device according to an embodiment of this application;

[0028] Figure 8 This is a structural diagram of the thermal management device of an in-vehicle temperature control equipment according to an embodiment of this application;

[0029] Figure 9 This is a structural diagram of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0030] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] Currently, the main heat dissipation methods used in automotive semiconductor temperature control boxes include built-in air cooling, external air cooling, and air conditioning-assisted cooling. However, these solutions have significant shortcomings in noise control, heat dissipation efficiency, and energy management. Specifically, built-in air cooling typically involves one or more cooling fans that directly blow the heat generated inside the refrigerator into the vehicle's interior. Because the fans operate directly within the passenger compartment, the resulting noise and vibration significantly impact passenger comfort, especially at high speeds. Furthermore, heat dissipation efficiency is limited by the limited airflow and high ambient temperature within the vehicle, potentially leading to reduced box efficiency and poorer cooling performance. External air cooling uses dedicated air ducts or radiators and fans mounted on the casing to exhaust heat to the outside of the vehicle. While external air cooling reduces the impact on the passenger compartment, it increases the complexity of the vehicle structure and manufacturing costs. Air conditioning-assisted cooling involves coupling the refrigerator's cooling system with the vehicle's air conditioning system, utilizing the cold air or coolant generated by the air conditioning for heat dissipation. However, directly utilizing the resources of the air conditioning system significantly increases overall vehicle energy consumption, especially for electric vehicles, directly impacting driving range. Therefore, there is a need for a thermal management system to achieve efficient, quiet, and low-cost heat dissipation of the vehicle-mounted semiconductor temperature control box, while improving system integration and energy utilization efficiency.

[0032] Some of the terms or terms that appear in the description of the embodiments of this application shall be interpreted as follows:

[0033] Battery Management System (BMS): An electronic system used to monitor and manage battery packs, primarily used in lithium-ion battery packs for electric or hybrid vehicles.

[0034] Controller Area Network (CAN): A serial communication protocol widely used in the automotive industry for data communication between microcontrollers and devices.

[0035] Thermal management system: responsible for monitoring and regulating the temperature of critical components in the vehicle, including but not limited to the battery, motor, power electronics and coolant system.

[0036] Semiconductor temperature control box: A device that uses the thermoelectric effect of semiconductor materials to achieve temperature control. It is usually used in vehicle environments. It consists of one or more semiconductor cooling chips. By controlling the direction of the current, it can generate a cooling effect on one side and a heating effect on the other side, thereby achieving the cooling or heating of the items inside the box.

[0037] This application provides a thermal management system for an on-board temperature control device. Figure 1 This is a schematic diagram of the thermal management system of an on-board temperature control device according to an embodiment of this application. Please refer to it. Figure 1 It includes the following modules:

[0038] The equipment cooling circuit 1001 has some components that are attached to the energy conversion element 1003 of the vehicle temperature control device 1002 for heat exchange with the energy conversion element 1003, so as to regulate the temperature of the vehicle temperature control device 1002 through the energy conversion element 1003.

[0039] The aforementioned equipment cooling circuit can be a circulating cooling system used to maintain the equipment in the vehicle within a suitable temperature range. It can include coolant, pump, heat exchanger (such as radiator or heat exchanger), and piping. Specifically, the equipment cooling circuit can remove the heat generated by the equipment in the vehicle through the circulating flow of coolant, thereby achieving equipment cooling. The coolant can be water, ethylene glycol aqueous solution, or other special cooling medium.

[0040] The aforementioned vehicle temperature control equipment can be a device installed on a vehicle to regulate and control the temperature of equipment in the vehicle, including but not limited to air conditioning systems, heating systems, refrigerators, etc. It can adjust the temperature according to the needs of the vehicle and passengers to provide a comfortable driving environment or protect the equipment in the vehicle from temperature changes. Specifically, the vehicle temperature control equipment may also include but not limited to temperature sensors, control units, energy conversion elements (such as condensers, evaporators, heaters, etc.) and auxiliary heat dissipation or heating components such as fans or pumps.

[0041] The aforementioned energy conversion element can be used to realize the conversion between thermal energy and other forms of energy such as kinetic energy and electrical energy.

[0042] In one alternative embodiment, considering that when some components in the device's cooling circuit are closely attached to the energy conversion element, the thermal resistance in the heat conduction path can be reduced, ensuring that heat can be quickly and effectively transferred from the energy conversion element to the cooling circuit, so as to regulate the temperature of the vehicle temperature control device through the energy conversion element, some components of the device's cooling circuit can be attached to the energy conversion element of the vehicle temperature control device, thereby more accurately controlling the temperature of the vehicle temperature control device, finely adjusting the working state of the energy conversion element, and ensuring that the vehicle temperature control device is kept within the ideal temperature range.

[0043] A heat flow distribution element 1004 is disposed between the battery cooling circuit 1005 and the equipment cooling circuit 1001, and is used to distribute the coolant in the battery cooling circuit 1005 to the equipment cooling circuit 1001.

[0044] The aforementioned heat flow distribution element can be used to regulate and guide the flow of heat energy. It can precisely control the flow rate and direction of the coolant according to actual needs, ensuring that heat can be effectively transferred from high-temperature areas to low-temperature areas, thereby maintaining the equipment temperature in the vehicle within a safe and ideal range.

[0045] The aforementioned battery cooling circuit can be used to control and regulate the temperature of the battery pack, keeping the battery within its optimal operating temperature range, thereby ensuring battery safety and improving battery operating efficiency.

[0046] In one optional embodiment, considering the strong cooling capacity of the electric vehicle's battery cooling circuit to ensure the battery operates within an optimal temperature range, by placing a heat flow distribution element between the battery cooling circuit and the equipment cooling circuit, a portion of the coolant in the battery cooling circuit can be dynamically distributed to the cooling circuits of equipment such as the vehicle's temperature control box. This effectively improves the utilization rate of the circulating pump power in the battery cooling circuit, thereby avoiding the need to configure a separate cooling system for each device and reducing the overall vehicle's energy consumption and cost. Based on this, the heat flow distribution element can be placed between the battery cooling circuit and the equipment cooling circuit to distribute the coolant in the battery cooling circuit to the equipment cooling circuit when needed. This not only improves cooling efficiency but also enhances the flexibility of the vehicle's thermal management solution.

[0047] The parameter acquisition module 1006 is used to acquire the first operating parameters of the power equipment on the vehicle and the driving parameters of the vehicle, wherein the first operating parameters are used to characterize the equipment temperature of the power equipment.

[0048] The aforementioned parameter acquisition module can be a module that collects and monitors relevant data on the vehicle's power system and vehicle operating status. Specifically, this module can continuously read and analyze the vehicle's real-time operating information through sensor networks, on-board diagnostic systems, or communication buses, providing decision-making basis for the thermal management system of the on-board temperature control equipment (hereinafter referred to as the thermal management system).

[0049] The aforementioned power equipment can be any device in a vehicle that provides power, including but not limited to an engine, electric motor, transmission, and battery pack. Specifically for electric vehicles, the aforementioned power equipment can be an electric motor and a battery pack, providing electric power for the electric vehicle's operation.

[0050] The aforementioned first operating parameter can be a parameter reflecting the operating status of the power equipment, and may include, but is not limited to, the equipment temperature of the power equipment.

[0051] The aforementioned driving parameters may refer to data related to vehicle driving conditions and behavior, including but not limited to vehicle speed, driving mode, acceleration, gear information, coolant temperature, and ambient temperature.

[0052] In one optional embodiment, considering that the first operating parameter is crucial for determining the health status and current load of the power equipment, by continuously monitoring the first operating parameter, the thermal management system can understand the temperature changes of the power equipment, and thus respond in real time to changes in the temperature status of the power equipment, thereby dynamically adjusting the heat dissipation strategy to ensure that the power equipment operates in an optimal state. Furthermore, considering that driving parameters affect the vehicle's heat load and cooling requirements, by continuously monitoring driving parameters, the thermal management system can accurately determine the thermal management objectives based on the vehicle's heat load and cooling requirements, thereby improving the operating efficiency of the thermal management system. Based on this, a parameter acquisition module can be configured in the thermal management system to promptly acquire the first operating parameters of the power equipment on the vehicle, as well as the vehicle's driving parameters, thus providing an accurate data foundation for the thermal management equipment to adjust the system operating mode according to the thermal management objectives.

[0053] The control unit 1007 is connected to the energy conversion element 1003, the heat flow distribution element 1004, and the parameter acquisition module 1006. It is used to determine the system operation mode of the thermal management system based on the first operating parameters and driving parameters, and to construct the first control parameters of the heat flow distribution element 1004 and the second control parameters of the energy conversion element 1003 based on the system operation mode. It controls the operation of the heat flow distribution element 1004 based on the first control parameters and controls the operation of the energy conversion element 1003 based on the second control parameters. The thermal management system achieves different goals in different system operation modes. The first control parameters are used to adjust the output flow of the heat flow distribution element 1004, and the second control parameters are used to adjust the energy conversion efficiency of the energy conversion element 1003.

[0054] The aforementioned system operation modes can refer to the operation modes adopted by the thermal management system to achieve different objectives, including but not limited to battery priority mode, high-efficiency collaborative mode, heating assistance mode, parking silent mode, and safety protection mode.

[0055] The aforementioned first control parameter can be a parameter used to control the operating state of the heat flow distribution element.

[0056] The aforementioned second control parameter can be a parameter used to control the operating state of the energy conversion element.

[0057] In one optional embodiment, considering that after obtaining the first operating parameters and driving parameters, it is also necessary to determine the first control parameters based on the first operating parameters and driving parameters, so as to accurately adjust the output flow of the heat flow distribution element according to the actual cooling requirements, thereby accurately controlling the operation of the heat flow distribution element, so that the heat dissipation requirements of different devices in the vehicle can be met in a timely manner, while avoiding excessive occupation of the cooling resources of the battery cooling circuit and causing unnecessary energy waste. In order to accurately adjust the energy conversion efficiency of the energy conversion element according to the actual cooling requirements, and thus accurately control the operation of the energy conversion element, a second control parameter of the energy conversion element can also be constructed based on the first operating parameters and driving parameters, so that the energy conversion element can adapt to different heat transfer requirements. Considering the overall energy consumption of the thermal management system and the remaining power of the battery, in order to avoid exceeding the battery's power supply capacity and ensure the stability and safety of the thermal management system's operation, a control unit can be deployed in the thermal management system. This control unit can be connected to the energy conversion element, the heat flow distribution element, and the parameter acquisition module, so as to construct the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the first operating parameters and driving parameters. After constructing the first and second control parameters, the operation of the heat flow distribution element can be controlled based on the first control parameters, and the operation of the energy conversion element can be controlled based on the second control parameters, thereby ensuring that the thermal management system can both dissipate heat efficiently and operate in an energy-saving manner under any working conditions.

[0058] In the above configuration, the control unit intelligently constructs the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the first operating parameters and driving parameters acquired in real time. It can dynamically utilize the coolant in the battery cooling circuit to cool the cooling medium in the device cooling circuit, thereby reducing the energy consumption for heat exchange between the device cooling circuit and the energy conversion element. It can also maintain the ideal operating temperature of the vehicle temperature control device without interfering with the normal cooling of the battery, thus significantly improving the user experience.

[0059] Furthermore, the equipment cooling circuit includes: an evaporator, which is in contact with the energy conversion element and is used for heat exchange with the energy conversion element; a condenser, the condenser's inlet is connected to the heat flow distribution element, the condenser's outlet is connected to the battery cooling circuit, the condensate outlet of the condenser is connected to the evaporator's liquid storage chamber return port through a condensation pipe, and the condenser's steam inlet is connected to the evaporator's steam outlet through a steam pipe. The condenser is used to exchange heat with the evaporator using the coolant distributed by the heat flow distribution element.

[0060] The aforementioned evaporator can be a heat exchange device used to absorb heat in the equipment cooling circuit, causing the internal working medium (usually a volatile liquid) to change from a liquid state to a gaseous state. In this process, the evaporator can exchange heat with a heat source (such as an energy conversion element) outside the evaporator, so that the heat from the heat source is absorbed by the liquid medium inside the evaporator.

[0061] The aforementioned condenser can be another heat exchange device that can cool the working medium in vapor form from an evaporator, causing the medium to change from a gaseous state back to a liquid state. This transformation process is accompanied by the release of heat, which can be absorbed by an external coolant.

[0062] The aforementioned condenser piping can refer to the pipe connecting the condensate outlet of the condenser to the return port of the evaporator's storage chamber, and can be used to transport the condensed liquid medium back to the evaporator's storage chamber.

[0063] The aforementioned steam pipeline can be a pipe connecting the steam outlet of the evaporator and the steam inlet of the condenser, and can be used to transport the high-temperature steam generated in the evaporator to the condenser for condensation.

[0064] In an optional embodiment, considering that the evaporator can efficiently absorb the heat generated by the energy conversion element during operation when in contact with it, and convert this heat into vapor to achieve efficient absorption and transfer of heat from the energy conversion element, the device cooling circuit may include an evaporator that can contact the energy conversion element to achieve heat exchange and transfer the heat generated by the energy conversion element. Further considering that the condenser can exchange heat with the evaporator through coolant, in which the coolant acts as a heat carrier, stably carrying heat away from the evaporator and releasing it in the condenser, the device cooling circuit may also include a condenser to utilize the coolant distributed by the heat flow distribution element for heat exchange with the evaporator. The condenser's inlet can be connected to the heat flow distribution element to dynamically adjust the amount of coolant flowing to the condenser. This means that the coolant flow rate can be adjusted according to actual heat dissipation needs, avoiding energy waste caused by overcooling. The condenser's outlet can be connected to the battery cooling circuit to assist in battery thermal management, achieve cross-system energy synergy, and improve the overall vehicle energy efficiency. The condenser's condensate outlet can be connected to the evaporator's liquid return port via a condensate pipe, allowing the condensed coolant to be transported to the evaporator's liquid return port. The condenser's steam inlet can be connected to the evaporator's steam outlet via a steam pipe, allowing the high-temperature steam generated in the evaporator to be transported to the condenser for condensation. In this design, because the coolant circulation replaces the traditional air-cooled heat dissipation system, the entire thermal management system operates without significant noise or vibration, significantly improving the quietness and comfort of the passenger cabin.

[0065] In the above setup, the cooling circuit of the equipment achieves rapid heat exchange through direct contact between the evaporator and the energy conversion element, thereby effectively transferring the heat from the vehicle temperature control equipment into the entire cooling circuit. The condenser can then exchange heat with the steam from the evaporator in a counter-current manner using the coolant from the vehicle battery cooling system, greatly improving the heat exchange efficiency and ensuring that the temperature of the vehicle temperature control equipment is rapidly reduced.

[0066] Furthermore, the condensate piping and steam piping are flexible.

[0067] In one alternative embodiment, considering that flexible piping can be three-dimensionally adapted to the specific layout of the vehicle interior without the need for additional structural support or direct connection of rigid conduits, this provides great flexibility in installation and layout. Furthermore, considering that vehicles vibrate during operation, rigid piping may transmit vibrations to the vehicle body, leading to increased noise. Flexible piping can effectively absorb and isolate these vibrations, maintaining the quietness of the thermal management system under dynamic operating conditions, thereby improving the user experience. Based on this, flexible piping can be used for both condensate and steam piping.

[0068] In the above setup, the use of flexible piping allows for greater freedom in the design and installation of the thermal management system. It enables three-dimensional wiring based on the specific spatial structure inside the vehicle, without having to consider the spatial limitations and installation challenges of traditional rigid piping, thus improving the flexibility of the thermal management system design.

[0069] Furthermore, the evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element through a thermal interface material, while the cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

[0070] The aforementioned thermal interface material can be a thermally conductive material used to fill the tiny gaps between the outer surface of the evaporator and the hot end of the energy conversion element. The main function of this material is to reduce contact thermal resistance and improve the efficiency of heat transfer from the hot end of the energy conversion element to the outer surface of the evaporator. This material can be composed of a matrix with high thermal conductivity (such as polymers, metals, or ceramics) and high thermal conductivity fillers (such as alumina, boron nitride, graphene, metal particles, or carbon fibers). It possesses a certain degree of flexibility and compressibility, enabling it to fill microscopic irregularities on the surface under assembly pressure, forming continuous thermal conductive pathways, thereby achieving efficient heat conduction.

[0071] In one alternative embodiment, considering that a flat-plate evaporator can provide a larger contact area, thereby enhancing the heat exchange capacity with the hot end of the thermoelectric cooler, a thermal interface material is used as an intermediate layer to fill the tiny gaps between them, reducing thermal resistance and allowing heat to be transferred more smoothly from the hot end to the evaporator. Therefore, the evaporator can be set in a flat-plate shape, and a thermal interface material can be used to attach the outer surface of the evaporator to the hot end of the energy conversion element. This ensures that heat transferred from the cold end can be quickly carried away, preventing overheating and efficiency degradation caused by heat accumulation inside the energy conversion element. Alternatively, the cold end of the energy conversion element can be in contact with the surface of the vehicle's temperature control unit to quickly absorb heat from inside the unit.

[0072] In the above configuration, the flat-shaped evaporator can better adapt to the internal space of the vehicle temperature control device, ensuring a close fit with the semiconductor cooling chip. Furthermore, the use of a thermal interface material as a medium greatly reduces thermal resistance and improves heat conduction efficiency, thereby enhancing the cooling efficiency of the vehicle temperature control device.

[0073] Furthermore, the heat flow distribution element includes: a three-way valve, the first end of which is connected to the outlet of the condenser, the second end of which is connected to the inlet of the condenser, and the third end of which is connected to the inlet of the battery cooling circuit.

[0074] The aforementioned three-way valve can be a fluid control element with three pipe interfaces opening in different directions. By rotating the internal valve core, the connection or disconnection between different pipes can be achieved, thereby controlling the flow path of the fluid.

[0075] The first end mentioned above can be an interface of a three-way valve, which can be connected to the outlet of the condenser and can be used to receive the coolant discharged from the condenser.

[0076] The second end mentioned above can be the second port of a three-way valve, which can be connected to the inlet of the condenser and can be used to direct some of the coolant to the condenser so that the coolant can absorb heat in the condenser.

[0077] The aforementioned third end can be the third interface of the three-way valve. This interface can be connected to the water inlet of the battery cooling circuit, enabling fluid communication with the main circuit of the battery cooling system. It can also serve as a bypass or diversion / merging end of the three-way valve.

[0078] In one optional embodiment, considering that the three-way valve can dynamically adjust the flow rate of coolant from the battery cooling circuit to the condenser according to different operating modes and conditions of the energy conversion element, the thermal management system can intelligently decide whether the coolant should flow more to the battery cooling circuit to prioritize battery cooling, or flow more to the condenser to enhance the heat dissipation of the on-board temperature control equipment, based on the battery temperature status, vehicle operating status, and other external conditions. This improves the utilization rate of cooling resources and avoids unnecessary energy waste. Based on this, the energy conversion element may include a three-way valve. The first end of the three-way valve can be connected to the condenser outlet to recover the coolant that has completed heat exchange. The second end of the three-way valve can be connected to the condenser inlet to form a local circulation path. The third end of the three-way valve can be connected to the battery cooling circuit inlet to achieve precise diversion control of the coolant flow rate entering the condenser. This ensures the battery cooling effect while allowing coolant flow to be allocated to the condenser as needed to maintain the stable condensation efficiency of the loop heat pipe.

[0079] In the above configuration, by connecting the first end of the three-way valve to the outlet of the condenser, the second end to the inlet of the condenser, and the third end to the inlet of the battery cooling circuit, the flow rate of coolant to the condenser can be dynamically adjusted according to different system operating modes. This allows the coolant flow rate to be intelligently adjusted at different stages of vehicle operation to balance the heat dissipation needs of the vehicle battery and the on-board temperature control equipment.

[0080] Furthermore, the evaporator includes: a liquid storage chamber for storing liquid working fluid; a suction core for uniformly conveying the liquid working fluid stored in the liquid storage chamber to the heating surface for heat exchange with the energy conversion element, wherein the evaporator contacts the energy conversion element through the heating surface; and a steam channel for transferring the collected gaseous working fluid through the steam outlet of the evaporator to the steam pipeline, wherein the gaseous working fluid is used to characterize the liquid working fluid that undergoes a phase change after heat exchange.

[0081] The aforementioned liquid storage chamber can be a closed cavity inside the evaporator used to contain and store liquid working fluid, providing a continuous liquid supply source for the phase change cycle. The liquid storage chamber can be located at the bottom or reflux end of the evaporator and connected to the liquid suction core through a capillary structure to ensure that the liquid working fluid can be continuously drawn into the evaporation area.

[0082] The aforementioned liquid working medium can be a low-boiling-point liquid that serves as a heat transfer medium in the loop heat pipe. It can absorb heat in the evaporator, undergo a phase change to become gaseous, and release heat in the condenser before recondensing into a liquid. It can include, but is not limited to, water, methanol, ethanol, acetone, or ammonia.

[0083] The aforementioned liquid-absorbing core can be a structure made of porous capillary material, fixed to the inner surface of the evaporator substrate and extending to the liquid storage chamber. The pore structure of the liquid-absorbing core can continuously adsorb the liquid working fluid from the liquid storage chamber and distribute it evenly to the heated surface of the evaporator through capillary action, forming a stable liquid film to maintain the continuous evaporation process.

[0084] The aforementioned steam channel can be a closed or semi-closed channel located inside the evaporator and above the liquid suction core. The cross-sectional shape of the steam channel can be a groove or a grid structure, used to collect the gaseous working fluid generated by evaporation from the surface of the liquid suction core and guide the gaseous working fluid to flow towards the steam outlet of the evaporator, reducing steam flow resistance and ensuring that steam can be delivered to the steam pipeline efficiently and with low pressure drop.

[0085] The aforementioned gaseous working fluid can be a gaseous substance generated by the phase change of a liquid working fluid after absorbing heat on the heating surface of the evaporator. It can be transported to the condenser through the steam channel, and after releasing latent heat in the condenser, it re-condenses into a liquid state, completing the closed-loop cycle of the heat pipe.

[0086] In one optional embodiment, the evaporator may include a liquid storage chamber, a wick, and a steam channel. The liquid storage chamber stores a sufficient amount of liquid working fluid and serves as a collection chamber for reflux liquid. The wick uses capillary action to uniformly transport the liquid working fluid from the storage chamber to the evaporator's heating surface. The evaporator contacts the energy conversion element through the heating surface to achieve efficient heat dissipation for the energy conversion element. The steam channel provides a low-resistance passage, allowing the gaseous working fluid to rapidly collect under pressure differential and be transferred from the steam outlet to the steam pipeline, preventing steam backflow or localized accumulation that could reduce evaporation efficiency. This gaseous working fluid is a liquid working fluid that undergoes a phase change after heat exchange.

[0087] In the above configuration, the evaporator constructs a self-driven phase-change heat transfer cycle by incorporating a liquid storage chamber, a wick, and a vapor channel: the liquid storage chamber stores the liquid working fluid, and the wick utilizes capillary force to evenly transport it to the heated surface in contact with the hot end of the semiconductor cooling chip, achieving efficient heat absorption and evaporation. The generated gaseous working fluid is rapidly discharged to a flexible vapor pipeline through the vapor channel, completing long-distance heat transfer. This structure requires no external driving force, has low thermal resistance and high heat transfer density, ensuring stable and controllable temperature at the semiconductor hot end, while also guaranteeing long-term reliable self-circulation operation of the loop heat pipe.

[0088] For ease of understanding, Figure 2 This is an architecture diagram of a thermal management system provided according to an embodiment of this application, such as... Figure 2 As shown, the architecture includes: a refrigerator 100, a thermoelectric cooler 101, a refrigerator compartment 102, a refrigerator shell 103, an evaporator 200, a flexible steam pipe 300, a condenser 400, a flexible condensation pipe 500, a proportional three-way water valve 600, and an intelligent controller 700. The thermoelectric cooler 101, refrigerator compartment 102, and refrigerator shell 103 together form the refrigerator 100, which is the aforementioned vehicle-mounted temperature control device 1002. The evaporator 200, flexible steam pipe 300, condenser 400, and flexible condensation pipe 500 together form the aforementioned device cooling circuit 1001. The thermoelectric cooler 101 is the aforementioned energy conversion element 1003. The proportional three-way water valve 600 is the aforementioned heat distribution element 1004, wherein port b of the proportional three-way water valve 600 is the first end, port c is the second end, and port a is the third end. The intelligent controller 700 is the same as the control unit 1007 mentioned above.

[0089] Figure 3 This is a schematic diagram of a condenser provided according to an embodiment of this application, as shown below. Figure 3 As shown, the condenser 400 includes a condenser inlet 401 and a condenser outlet 402. The condenser inlet 401 can be used to introduce low-temperature coolant, and the condenser outlet 402 can be used to allow the coolant that has absorbed heat after heat exchange in the condenser to flow out from the outlet.

[0090] The cold end of the thermoelectric cooler 101 is in direct thermal contact with the wall of the refrigerator compartment 102. The hot end of the thermoelectric cooler 101 is tightly bonded to the substrate of the evaporator 200 through high-performance thermally conductive silicone grease, forming a low thermal resistance interface, thereby achieving partial bonding between the refrigerator 100 and the equipment cooling circuit 1001. The steam outlet of the evaporator 200 is connected to the steam inlet of the condenser 400 through a flexible steam pipe 300, and the condensate outlet of the condenser 400 is connected to the return port of the evaporator 200's storage chamber through a flexible condensate pipe 500. Port a of the proportional three-way water valve 600 is connected to the low-temperature water inlet of the battery water circuit, port b leads to the battery cold plate, and port c is connected to the condensate jacket inlet 401 through a pipe. The condensate jacket outlet 402 is mixed with the cooling water from port b leading to the battery cold plate through a pipe.

[0091] Figure 4 This is a schematic diagram of the external shape of a flat-plate evaporator according to an embodiment of this application, as shown below. Figure 4 As shown, the evaporator 200 is flat to facilitate close contact with the heating end of the semiconductor cooling chip 101, which facilitates the rapid transfer of heat from the refrigerator 100, thereby controlling the operating temperature of the refrigerator 100 within a reasonable range.

[0092] Figure 5 This is a cross-sectional view of an evaporator according to an embodiment of this application, such as... Figure 5 As shown, the evaporator 200 may also include a liquid storage chamber 201, a liquid suction core 202, and a steam channel 203. The liquid storage chamber 201 can store liquid working fluid, the liquid suction core 202 can absorb heat and promote the boiling and evaporation of the working fluid, and the steam channel 203 can guide the steam generated by evaporation from the evaporator 200 to the condenser 400, ensuring smooth flow of steam during the transmission process and reducing energy loss during steam flow.

[0093] Specifically, the evaporator 200 and the condenser 400 are connected by a flexible condenser pipe 500 to achieve phase change circulation of the working fluid. The core of phase change circulation lies in utilizing the latent heat of phase change of the working fluid during evaporation and condensation to achieve efficient and low-resistance heat transfer.

[0094] Specifically, the phase change cycle loop heat pipe mainly consists of an evaporator 200, a flexible vapor pipe 300, a condenser 400, a flexible condensation pipe 500, and a liquid storage chamber 201. These components can form a closed loop in a predetermined order, thus forming the structure of the loop heat pipe.

[0095] When the hot end of the semiconductor cooling chip 101 conducts heat to the evaporator 200, the working fluid inside the evaporator 200 absorbs the heat and boils and vaporizes on the surface of the wick 202, generating steam. This steam then enters the flexible steam pipe 300 along the steam channel 203, continuously flowing towards the condenser 400 due to the pressure drop during its flow. Upon reaching the condenser 400, the high-temperature steam undergoes indirect heat exchange with the battery coolant, releasing latent heat and condensing into a liquid state. The heat is then carried away by the coolant and flows into the vehicle's cooling circuit. The condensate then flows back to the inlet of the reservoir 201 via the flexible condenser pipe 500. Due to the further reduction in pipe pressure drop, the liquid working fluid in the reservoir 201 is spontaneously drawn back to the evaporator 200 by the capillary force of the wick 202, completing the working fluid cycle. This process relies entirely on the vapor pressure difference and capillary force, requiring no external pump or fan, achieving a self-circulating system without power.

[0096] The advantages of using phase change heat transfer in this embodiment are mainly reflected in two aspects. First, phase change heat transfer utilizes the latent heat in the liquid phase change process. Phase change heat transfer absorbs a large amount of heat and can be maintained near the phase change temperature, ensuring temperature control safety. Second, phase change heat transfer has a large heat transfer coefficient, low thermal resistance, and higher heat transfer efficiency.

[0097] This application provides a thermal management method for an on-board temperature control device, applicable to the thermal management system described in any embodiment of this application. Figure 6 This is a flowchart illustrating a thermal management method for an on-board temperature control device according to an embodiment of this application. Please refer to it. Figure 6 This includes the following steps:

[0098] Step S602: Obtain the first operating parameters of the power equipment on the vehicle, as well as the driving parameters of the vehicle.

[0099] In one alternative embodiment, considering that by continuously monitoring the first operating parameter, the thermal management system can respond instantly to changes in the state of the power equipment, thereby dynamically adjusting the heat dissipation strategy to ensure that the power equipment operates in an optimal state, and by continuously monitoring the driving parameters, the thermal management system can accurately determine the thermal management objectives based on the vehicle's heat load and cooling requirements, thereby improving the operating efficiency of the thermal management system. Therefore, the thermal management system can acquire the first operating parameters of the power equipment on the vehicle, as well as the vehicle's driving parameters, thus providing a data basis for subsequent thermal management decisions.

[0100] For example, for electric vehicles, the power unit can be the battery system of the electric vehicle. The intelligent controller can obtain the real-time temperature of the battery pack and the coolant temperature from the vehicle's BMS through the vehicle's CAN bus communication technology as the first operating parameter mentioned above. At the same time, the intelligent controller can also obtain the vehicle's operating status through the CAN bus, and then determine the vehicle speed and ambient temperature as the driving parameters mentioned above based on the operating status.

[0101] Step S604: Based on the first operating parameters and driving parameters, determine the system operation mode of the thermal management system, wherein the thermal management system achieves different objectives under different system operation modes.

[0102] In one optional embodiment, considering that the vehicle may have different driving states during operation, and different driving states may correspond to different operating goals of the thermal management system, by analyzing the first operating parameters corresponding to the power equipment and the vehicle's driving parameters, the current driving state of the vehicle can be accurately understood, thereby further determining the goal that the thermal management system needs to achieve. Based on this goal, the system operation mode of the thermal management system can be determined, so that the use of cooling resources can be accurately matched to the current heat dissipation demand, avoiding resource waste.

[0103] For example, the intelligent controller can continuously monitor the aforementioned first operating parameters and driving parameters, and determine the system operating mode of the thermal management system based on the specific values ​​of the first operating parameters and driving parameters. For instance, for an electric vehicle, the aforementioned first operating parameters may include the battery pack temperature of the power battery, and the aforementioned driving parameters may include the driving speed of the electric vehicle. Based on this, the intelligent controller can determine and switch the system operating mode according to the following priority order: When the battery pack temperature exceeds a predetermined safety upper limit, a battery priority mode can be triggered, which can be denoted as the second mode, prioritizing battery thermal safety. If the battery pack temperature is below a predetermined low-temperature threshold, a heating assistance mode can be triggered, which can be denoted as the third mode, utilizing waste heat generated by the semiconductor cooling chip to preheat the battery pack. When the vehicle is parked, a parking silent mode can be triggered, which can be denoted as the fourth mode, prioritizing the reduction of operating noise and energy consumption. If the above conditions are not met, a high-efficiency collaborative mode can be triggered, which can be denoted as the first mode. Once the vehicle's safety status is detected to exceed the safety range, the system immediately switches to a safety protection mode, which can be denoted as the fifth mode.

[0104] Step S606: Based on the system operating mode, construct the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element.

[0105] In one optional embodiment, considering that different vehicle devices may have different heat dissipation requirements under different system operating modes, precisely controlling the operating state of the heat flow distribution element according to the system operating mode can accurately control the coolant flow distribution, thereby ensuring that the coolant can be guided to the vehicle devices with higher heat dissipation requirements in a timely manner. Therefore, the control unit can construct a first control parameter for the heat flow distribution element based on the system operating mode, so that the operating state of the heat flow distribution element can conform to the current system operating mode, thereby improving heat dissipation efficiency. Similarly, in order to ensure that the energy conversion element can also operate in a more suitable working state under different system operating modes, thereby avoiding the waste of cooling resources, the control unit can also construct a second control parameter for the energy conversion element based on the system operating mode.

[0106] Step S608: Control the operation of the heat flow distribution element based on the first control parameter, and control the operation of the energy conversion element based on the second control parameter.

[0107] In one optional embodiment, considering that the operation of the heat distribution element is directly related to the efficiency and reliability of heat dissipation, the flow rate of the coolant can be dynamically adjusted through the first control parameter to ensure that the condenser can be effectively cooled under different system operating modes, without excessively consuming cooling resources and affecting the cooling needs of the battery. This allows the thermal management system to adapt to environmental changes and achieve efficient and energy-saving thermal management. The operation of the energy conversion element directly affects the cooling effect of the vehicle's temperature control equipment. By controlling the operation of the energy conversion element based on the second control parameter, the temperature environment of the vehicle's temperature control equipment can be precisely adjusted. This ensures that the vehicle's temperature control equipment meets the occupants' set temperature while avoiding energy waste and improving the overall energy efficiency of the thermal management system.

[0108] For example, when the system operates in the second mode, the intelligent controller prioritizes battery cooling. Therefore, the intelligent controller can set the opening value of the third end of the three-way valve in the heat flow distribution element to a smaller value. This opening value of the third end of the three-way valve is the first control parameter mentioned above, ensuring that battery coolant flows preferentially through the battery cooling system. Simultaneously, the intelligent controller can reduce the operating power of the cooling coil in the energy conversion element. In this case, the operating power of the cooling coil is the second control parameter mentioned above, thereby reducing the load on the cooling system from the refrigerator.

[0109] For example, when the vehicle is parked, considering the impact of energy consumption and noise on the passenger's driving experience, the intelligent controller can set the opening degree of the three-way valve to the basic opening degree and reduce the working power of the cooling chip to a lower value, thereby reducing energy consumption and noise while meeting basic cooling needs.

[0110] In the above steps, by acquiring the operating status of the power equipment and the vehicle driving mode in real time, the thermal management system can intelligently select a more suitable operating mode, thereby achieving precise temperature control under different working conditions. This ensures that the on-board temperature control equipment can operate efficiently and stably under various conditions, and dynamically adjusts the working power of the cooling chip according to the changes in battery temperature to achieve a stable energy efficiency ratio.

[0111] Furthermore, based on the system operation mode, a first control parameter for the heat flow distribution element and a second control parameter for the energy conversion element are constructed, including: acquiring environmental parameters of the vehicle driving environment, as well as the second operating parameters and expected parameters of the vehicle temperature control device, wherein the expected parameters are used to characterize the parameters that the vehicle temperature control device is expected to achieve during operation; based on the system operation mode, the first control parameter is constructed using the environmental parameters, driving parameters, second operating parameters, and expected parameters; based on the system operation mode, the second control parameter is constructed using the second operating parameters and expected parameters.

[0112] The aforementioned environmental parameters may refer to parameters related to the thermal management system in the vehicle's operating environment, including but not limited to ambient temperature, humidity, and atmospheric pressure.

[0113] The aforementioned second operating parameter can refer to the actual operating parameters measured by the vehicle-mounted temperature control device under the current operating state. These parameters may include, but are not limited to, the hot end temperature of the semiconductor cooling chip, the temperature and flow rate of the coolant, and the real-time temperature of the temperature control box. They can be used to reflect the operating status and performance of the temperature control device.

[0114] The aforementioned expected parameters can be the ideal target values ​​that the vehicle temperature control equipment hopes to achieve during operation. These may include, but are not limited to, the set internal temperature of the temperature control box and the optimal operating temperature of the semiconductor cooling chip. They can be used to adjust the operating status of the vehicle temperature control equipment to ensure that the temperature control box can be stably and efficiently maintained within the ideal temperature range, while also taking into account the needs of energy saving and extending the equipment life.

[0115] In one optional embodiment, considering that environmental parameters of the vehicle's driving environment (such as ambient temperature and humidity) significantly affect the heat dissipation or heat absorption efficiency of the vehicle's temperature control equipment, the control unit can adjust the first control parameter of the heat flow distribution element by acquiring these environmental parameters. This allows for precise control of the heat flow distribution element's operating state, ensuring that the heat flow distribution element can efficiently absorb or dissipate heat from the vehicle's temperature control equipment under any environmental conditions, thus maintaining a relatively stable operating state. Based on this, the control unit can first acquire the environmental parameters of the vehicle's driving environment. Furthermore, considering that the second operating parameter represents the actual operating state of the vehicle's temperature control equipment, while the desired parameter, i.e., the parameter that the vehicle's temperature control equipment is expected to achieve during operation, represents the actual needs of the vehicle occupants, the control unit can determine the direction of adjustment for the operating state of the vehicle's temperature control equipment by measuring the difference between the second operating parameter and the desired parameter. This clarifies what adjustments need to be made to the operating states of the heat flow distribution element and the energy conversion element to ensure that the operating state of the vehicle's temperature control equipment meets the actual needs of the vehicle occupants. Therefore, the control unit can also acquire the second operating parameters and desired parameters of the vehicle temperature control device, and can construct the first control parameters based on the system operating mode using environmental parameters, driving parameters, the second operating parameters and desired parameters to accurately control the operation of the heat flow distribution element. In addition, the control unit can also construct the second control parameters based on the system operating mode using the second operating parameters and desired parameters to accurately control the operation of the energy conversion element. Thus, by leveraging the coordinated work of the heat flow distribution element and the energy conversion element, the control unit can assist in adjusting the operating state of the vehicle temperature control device, so that the vehicle temperature control device can meet the actual needs of the vehicle occupants.

[0116] For example, the intelligent controller obtains the current ambient temperature through the vehicle's environmental sensors. Subsequently, the intelligent controller reads the second operating parameters of the on-board temperature control equipment from various sensors, such as the actual temperature of the refrigerator compartment. Furthermore, the intelligent controller can also obtain the desired parameters of the on-board temperature control equipment set by the vehicle occupants, such as the occupants' set refrigerator compartment temperature. Since different system operating modes have different requirements for the operating states of heat distribution and energy conversion components, in order to match the operating states of these components with the system operating state while assisting in adjusting the on-board temperature control equipment, the intelligent controller can, based on the system operating mode, use environmental parameters, driving parameters, the actual temperature of the refrigerator compartment, and the occupants' set refrigerator compartment temperature to construct the opening value of the three-way valve as the aforementioned first control parameter. Similarly, the intelligent controller can also, based on the system operating mode, use the actual temperature of the refrigerator compartment and the occupants' set refrigerator compartment temperature to construct the working power of the cooling element as the aforementioned second control parameter.

[0117] In the above steps, by dynamically monitoring the operating status and driving conditions of the vehicle's power equipment, the working mode of the thermal management system is intelligently adjusted, thereby achieving refined thermal management of the vehicle's temperature control equipment. This ensures that the vehicle's temperature control box operates stably and efficiently under various working conditions, while also intelligently switching working modes based on parameters such as battery temperature and vehicle mode, effectively reducing the impact on the battery cooling system and avoiding energy waste.

[0118] Furthermore, the driving parameters include: vehicle speed; the environmental parameters include: ambient temperature of the vehicle's driving environment; the second operating parameters include: operating temperature of the on-board temperature control device; the desired parameters include: desired temperature of the on-board temperature control device; and the first control parameter includes: water valve opening value of the three-way valve. Based on the system operating mode, the first control parameter is constructed using the environmental parameters, driving parameters, second operating parameters, and desired parameters. This includes: when the system operating mode is the first mode, constructing a first compensation amount based on the driving speed and a second compensation amount based on the ambient temperature, wherein, in the first mode, the thermal management system and the on-board temperature control device operate collaboratively; obtaining the temperature difference based on the difference between the desired temperature and the operating temperature; performing feedback control calculations on the temperature difference to obtain a third compensation amount; and adjusting the initial opening value of the three-way valve based on the first, second, and third compensation amounts to obtain the water valve opening value.

[0119] The above operating temperature can be the actual temperature of the vehicle-mounted temperature control device during operation.

[0120] The aforementioned desired temperature may refer to the ideal temperature required by the on-board temperature control device as set by the user or as the target of the thermal management system.

[0121] The above-mentioned water valve opening value can be the numerical value of the opening degree of the three-way valve, which can determine the amount of coolant flowing from the battery cooling circuit to the vehicle temperature control device, or from the vehicle temperature control device to the battery cooling circuit.

[0122] The aforementioned first mode can be a mode in which the thermal management system and the vehicle temperature control equipment work together. Specifically, when the first mode is activated, it means that the thermal management system can use battery coolant to meet the heat dissipation requirements of the vehicle temperature control equipment, while ensuring that the battery temperature is controlled within a safe range.

[0123] The aforementioned first compensation amount can be calculated based on the vehicle's driving speed and is used to adjust the water valve opening value to cope with changes in heat dissipation demand at different vehicle speeds.

[0124] The aforementioned second compensation amount can be calculated based on the ambient temperature and used to fine-tune the water valve opening value to adapt to the impact of external temperature changes on heat dissipation efficiency.

[0125] The aforementioned third compensation amount can be calculated based on the difference between the desired temperature and the operating temperature, and is used to further refine the adjustment of the water valve opening value in order to accurately achieve the temperature control target.

[0126] The aforementioned initial opening value can be the opening setting value of the three-way valve at the beginning of the control cycle, which can provide a starting point for subsequent compensation adjustments, helping the thermal management system to quickly respond to thermal management needs and reach a stable state.

[0127] In an optional embodiment, considering that in the first mode, the thermal management system and the on-board temperature control device need to operate in coordination, and that both vehicle speed and ambient temperature affect the flow efficiency and heat dissipation effect of the coolant, in order to ensure the operational stability of the on-board temperature control device, the control unit can construct a compensation amount based on the vehicle speed and ambient temperature, thereby automatically adjusting the first control parameter under different operating conditions. Based on this, the control unit can construct a first compensation amount based on the vehicle speed and a second compensation amount based on the ambient temperature. Further considering that the difference between the operating temperature and the desired temperature of the on-board temperature control device can be reduced through feedback control, the control unit can calculate the difference between the desired temperature and the operating temperature to obtain the temperature difference, and can perform feedback control calculations on the temperature difference to obtain a third compensation amount. After obtaining the first, second, and third compensation amounts, the control unit can adjust the initial opening value of the three-way valve based on the first, second, and third compensation amounts to obtain the water valve opening value, thereby obtaining the aforementioned first control parameter.

[0128] In the above steps, by integrating driving speed, ambient temperature, and the operating and desired temperature of the vehicle's temperature control equipment, the first, second, and third compensation amounts are calculated to compensate for the water valve opening value of the three-way valve. The first compensation amount can fully utilize the natural air cooling effect brought by driving, reducing the demand for water cooling. The second compensation amount ensures that there is enough coolant flowing through the condenser to prevent the temperature control equipment from overheating. The third compensation amount further improves the temperature control accuracy and stability, eliminates temperature fluctuations, and ensures high-quality temperature control. This achieves efficient collaboration between the vehicle's temperature control equipment and the thermal management system, ensuring that the thermal management system can respond quickly and maintain the vehicle's temperature control equipment within the set temperature range regardless of the vehicle's driving environment.

[0129] Furthermore, the method also includes: when the system operating mode is the second mode, determining the water valve opening value as a first opening value, wherein the first opening value is used to characterize the minimum opening value used when the three-way valve can distribute the coolant flow, and in the second mode, the thermal management system operates based on the maximum cooling demand of the power equipment; when the system operating mode is the third mode, determining the water valve opening value as a second opening value, wherein the second opening value is used to characterize the maximum opening value used when the three-way valve can distribute the coolant flow, and in the third mode, the thermal management system assists the on-board temperature control device in generating heat to preheat the battery pack; when the system operating mode is the fourth mode, determining the water valve opening value as a third opening value, wherein the third opening value is used to characterize the basic opening value used when the three-way valve can distribute the coolant flow, and in the fourth mode, the thermal management system operates based on the minimum cooling demand of the on-board temperature control device; and when the system operating mode is the fifth mode, controlling the three-way valve to close, wherein the fifth mode is used to characterize the presence of a safety risk in the thermal management system or the on-board temperature control device.

[0130] The second mode mentioned above can be a system operation mode in which the thermal management system aims to meet the maximum cooling requirements of the electric vehicle's power equipment.

[0131] The aforementioned first opening value can be the minimum opening of the three-way valve allocated to the coolant in the vehicle's temperature control box, used to ensure the priority of battery cooling, while allowing a small amount of coolant to flow through the vehicle's temperature control box to maintain the basic operation of the vehicle's temperature control box without affecting the battery cooling effect.

[0132] The third mode mentioned above can be a system operation mode in which the thermal management system uses waste heat generated by the vehicle temperature control equipment to assist in the preheating of the battery pack in a low-temperature environment.

[0133] The aforementioned second opening value can be the maximum opening that the three-way valve can reach, in order to ensure that as much coolant as possible flows through the vehicle temperature control box and to effectively preheat the battery by utilizing the waste heat of the semiconductor cooling chip.

[0134] The fourth mode mentioned above can be a system operation mode in which the thermal management system aims to minimize operating noise while maintaining the cooling demand of the on-board temperature control equipment at the lowest possible level.

[0135] The aforementioned third opening value can be the basic opening value used by the three-way valve, which is used to maintain the cooling of the vehicle temperature control equipment in a low-energy-consumption and low-noise manner, without affecting the normal operation of the vehicle thermal management system.

[0136] The fifth mode mentioned above can be a system operation mode aimed at ensuring vehicle safety when there are safety risks in the thermal management system or vehicle temperature control equipment.

[0137] In an alternative embodiment, considering that in the second mode, when the battery temperature is too high, it is necessary to ensure battery safety first, the control unit can determine the water valve opening value as a first opening value. This first opening value can be set as the minimum amount of coolant that the three-way valve can provide, thereby ensuring that the coolant can flow preferentially to the battery cooling system to meet the battery's cooling needs. When the three-way valve is controlled based on the first opening value, most of the coolant can flow directly to the battery, and only a small amount of coolant flows to the condenser of the vehicle temperature control device, thereby ensuring that the battery receives sufficient cooling. Thus, even under extreme high temperature conditions, the battery can maintain its temperature within a safe range.

[0138] Furthermore, considering that in the third mode, when the battery temperature is too low, additional heat is needed to raise the battery temperature to improve battery performance and prevent damage caused by low temperature, the control unit can determine the water valve opening value as the second opening value. This second opening value can be set to the maximum amount of coolant that the three-way valve can provide, ensuring that the coolant can flow fully through the condenser, absorb and utilize the waste heat generated by the cooling coils, and transfer this heat to the battery for preheating. When the three-way valve is controlled based on the second opening value, the opening value of the three-way valve can be large enough to ensure that enough heat is recovered for battery heating, without affecting the normal operation of the vehicle temperature control equipment.

[0139] Furthermore, considering that the fourth mode is designed to provide some cooling for the onboard temperature control equipment even when the vehicle is stationary, while minimizing energy consumption and noise, the control unit can determine the water valve opening value to be the third opening value. This third opening value can be the basic opening value used by the three-way valve to distribute the coolant flow. It can be used to balance the coolant flow to the condenser and system energy consumption, ensuring that the heat dissipation performance of the onboard temperature control equipment is maintained while remaining quiet. When the three-way valve is controlled based on the third opening value, even though the vehicle is not moving and the coolant circulation relies on the circulation pump of the battery cooling system, by adjusting the third opening value of the three-way valve, the amount of coolant flowing to the condenser can be controlled to be smaller, so as to maintain the basic cooling needs of the temperature control box, while reducing unnecessary energy consumption and improving quietness.

[0140] Furthermore, considering that the fifth mode is an emergency measure activated when the thermal management system or on-board temperature control equipment malfunctions, such as excessively high temperature or system failure, in this case, by directly closing the three-way valve, the coolant can be prevented from flowing to the condenser to prevent potential thermal damage or the spread of the fault, and power supply to the temperature control equipment is stopped, thereby protecting the battery and other important components from further damage and ensuring the safety and reliability of the entire vehicle.

[0141] In the above steps, the second mode uses a smaller opening value to prioritize the high cooling requirements of power equipment (such as the battery), preventing battery overheating and ensuring the safety of core components. In the third mode, a larger opening value is used to direct coolant to the onboard temperature control equipment, assisting in heating and achieving cascaded energy utilization. The fourth mode, applicable at low speeds or when parked, provides the minimum coolant flow required by the temperature control equipment using a basic opening value, maintaining the stability and economy of the thermal management system. In the fifth mode, to prevent safety risks caused by system failure, the three-way valve closes, cutting off coolant flow and protecting the onboard temperature control equipment and thermal management system from damage.

[0142] Furthermore, the energy conversion element includes a cooling chip, and the second control parameter includes the operating power of the cooling chip. Based on the system operating mode, the second control parameter is constructed using the second operating parameter and the desired parameter, including: determining the initial power of the cooling chip based on the difference between the desired temperature and the operating temperature; when the system operating mode is the second mode, obtaining a target coefficient based on the product of the battery temperature of the vehicle battery and a preset coefficient, and adjusting the initial power based on the target coefficient to obtain the operating power; when the system operating mode is the third mode, reversing the rated current corresponding to the energy conversion element to obtain a reversing current, and adjusting the initial power based on the reversing current to obtain the operating power.

[0143] The aforementioned cooling chip can be a solid-state electronic component based on the Peltier effect, which can directly transfer heat between the two surfaces of the device through the forward or reverse flow of current, thereby realizing the cooling or heating function. Specifically, one end of the cooling chip absorbs heat when energized, while the other end releases heat.

[0144] The aforementioned initial power may refer to the initial power level of the cooling element when the thermal management system is started or switched modes.

[0145] The aforementioned target coefficient can be a dynamic parameter used to adjust the working power of the cooling chip when the system is in the second operating mode.

[0146] The aforementioned reverse current can refer to the current value that reverses the direction of the working current of the cooling chip when the system is in the third operating mode.

[0147] In one alternative embodiment, considering that determining the initial power of the cooling chip can provide a starting point for adjusting the power of the cooling chip under different system operating modes, thereby avoiding the low efficiency caused by adjusting the power of the cooling chip from zero. Based on this, the control unit can first calculate the initial power of the cooling chip based on the difference between the desired temperature and the operating temperature, and then adjust the initial power differently according to different system operating modes.

[0148] Specifically, in the second mode, the control unit can adjust the initial power of the cooling chip based on the product of the vehicle battery temperature and a preset coefficient, thereby obtaining the working power of the cooling chip and controlling its operation. This balances the cooling demand of the vehicle temperature control equipment with the heat dissipation demand of the battery. Especially when the battery temperature is high, the control unit can adjust the power of the cooling chip to ensure that the coolant flow prioritizes battery heat dissipation, preventing the battery from overheating and ensuring the health of the battery and the safety of the vehicle.

[0149] In the third mode, the control unit can switch the operating mode of the cooling chip from cooling to heating by reversing the rated current of the energy conversion element, i.e. the cooling chip. The initial power can be adjusted based on the reversed current to obtain the operating power of the cooling chip. This allows the waste heat generated by the hot end of the cooling chip to preheat the battery when the battery temperature is too low, thereby improving battery performance and extending its lifespan. In this way, the battery temperature can be effectively raised to a better operating range without adding an additional heat source.

[0150] In the second mode, the power of the cooling element is adjusted dynamically based on the product of the battery temperature and a preset coefficient. This not only ensures the cooling efficiency of the temperature control box but also avoids unnecessary burden on the battery cooling system. Especially when the battery heat load is high, it prioritizes ensuring the battery's safe temperature while maintaining the cooling effect of the temperature control box, achieving rational energy allocation and coordinated system adjustment. In the third mode, by reversing the rated current of the cooling element, the temperature control box is switched to heating mode. The waste heat generated by the temperature control box is used to preheat the battery. This not only improves the battery's activity and safety in low-temperature environments but also avoids additional heating energy consumption.

[0151] Furthermore, the method also includes: determining the operating power as the initial power when the system operating mode is the first mode; determining the operating power as the first power when the system operating mode is the fourth mode, wherein the first power is used to characterize the minimum power that the cooling chip can use when the vehicle is running; and controlling the cooling chip to turn off when the system operating mode is the fifth mode.

[0152] The aforementioned first power may refer to the minimum operating power that the thermoelectric cooler can operate when the system is in the fourth operating mode.

[0153] In an optional embodiment, considering that in the first mode, the control unit needs to maximize the energy efficiency ratio and minimize the impact on the vehicle temperature control equipment while ensuring the cooling effect, setting the operating power as the initial power can ensure that the cooling chip can respond quickly in the current mode, and can dynamically adjust the coolant flow rate and the power of the cooling chip to achieve a better balance between system performance and energy consumption.

[0154] Furthermore, considering that the vehicle's thermal management system may not work or its output power may be reduced in the fourth mode, the operating power of the cooling coil is reduced to the first power, which is the minimum power that the cooling coil can use when the vehicle is running. This reduces the dependence on coolant circulation and avoids poor heat dissipation due to insufficient coolant flow. At the same time, the setting of the first power can also ensure that the thermal management system can still maintain basic cooling function in the fourth mode, balancing the noise and performance requirements of the thermal management system during operation.

[0155] Furthermore, considering that in the fifth mode, the control unit detects an abnormally high temperature or a malfunction in the thermal management system, shutting down the cooling coil can prevent further damage caused by overheating or malfunction. Therefore, the control unit can control the cooling coil to shut down.

[0156] In the above steps, the first mode uses initial power to ensure temperature control during normal driving, balancing cooling efficiency and energy consumption. The fourth mode, in parking or low-speed conditions, reduces the operating power to the initial level, effectively reducing energy consumption and avoiding energy waste when high-intensity cooling is not needed, significantly improving the driving range of electric vehicles. In the fifth mode, when a safety risk is detected in the system, the cooling coil is immediately shut off, quickly eliminating potential thermal safety issues and protecting the safety of onboard equipment and passengers.

[0157] Furthermore, the power equipment includes: a vehicle battery; the first operating parameter includes: the battery temperature of the vehicle battery; the driving parameter includes: the driving mode of the vehicle; based on the operating parameters and the driving parameters, the system operating mode of the thermal management system is determined, including: when the driving mode is parking mode, determining the system operating mode as a fourth mode; when the driving mode is not parking mode and the battery temperature is greater than or equal to a first preset threshold, determining the system operating mode as a second mode; when the driving mode is not parking mode and the battery temperature is less than or equal to a second preset threshold, determining the system operating mode as a third mode, where the second preset threshold is less than the first preset threshold; when the driving mode is not parking mode and the thermal management system or the on-board temperature control device malfunctions, determining the system operating mode as a fifth mode; when the driving mode is not parking mode, the battery temperature is greater than the second preset threshold, the battery temperature is less than the first preset threshold, and the thermal management system or the on-board temperature control device does not malfunction, determining the system operating mode as a first mode.

[0158] In one alternative embodiment, considering that environmental noise and vibration are low when the vehicle is stationary, the thermal management system can reduce operating energy consumption and noise to improve the user experience. Therefore, the control unit can directly determine the system operating mode as the fourth mode when the driving mode is parking mode.

[0159] Furthermore, considering that if the battery temperature reaches or exceeds the first preset threshold when the driving mode is not the parking mode, it means that the battery is overheating. At this time, the goal of the thermal management system is to prioritize battery cooling. Therefore, the control unit can set the system operating mode to the second mode.

[0160] Furthermore, considering that when the driving mode is not the parking mode, if the battery temperature is lower than the second preset threshold, where the second preset threshold is less than the first preset threshold, it means that the battery temperature is too low. In this case, the goal of the thermal management system is to prioritize heating the battery. Therefore, the control unit can set the system operating mode to the third mode.

[0161] Furthermore, considering that the driving mode is not the parking mode and the thermal management system or the vehicle temperature control equipment malfunctions, the goal of the thermal management system is to take timely emergency measures to protect critical components and prevent damage. Therefore, the control unit can determine the system operating mode as the fifth mode.

[0162] Furthermore, considering that when the driving mode is not the parking mode, and the battery temperature is greater than the second preset threshold and less than the first preset threshold, and the management system or vehicle temperature control equipment is not malfunctioning, the goal of the thermal management system is to balance the cooling needs of the battery and the temperature control box, and prioritize the stable operation of the battery. Therefore, the control unit can determine the system operating mode as the first mode.

[0163] In the above steps, during parking mode, the system automatically switches to the fourth mode, using the basic opening and lowest power to save energy and extend the driving range. When the battery temperature approaches a dangerous level, the system urgently switches to the first mode to prioritize battery cooling and prevent overheating damage. Under low-temperature driving conditions, the third mode is activated, using reverse current to assist in battery heating, improving battery activity and safety. If a fault is detected, it quickly enters the fifth mode, shutting down the cooling coil to protect the system from damage.

[0164] Furthermore, after controlling the operation of the heat flow distribution element based on the first control parameter and the energy conversion element based on the second control parameter, the method further includes: acquiring the operating temperature and desired temperature of the on-board temperature control device, as well as the operating target corresponding to the system operating mode; evaluating the performance of the thermal management system based on the operating temperature and desired temperature to obtain a performance evaluation result, wherein the performance evaluation result is used to characterize whether the performance of the thermal management system can meet the operating target; if the performance evaluation result indicates that the performance of the thermal management system cannot meet the operating target, re-execute the steps of acquiring the first operating parameters of the power equipment on the vehicle and the vehicle's driving parameters, and determining the system operating mode of the thermal management system based on the operating parameters and driving parameters, constructing the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the system operating mode, controlling the operation of the heat flow distribution element based on the first control parameter, and controlling the operation of the energy conversion element based on the second control parameter, until the performance of the thermal management system can meet the operating target.

[0165] The aforementioned operational targets can be those set by the thermal management system, including but not limited to temperature control accuracy, energy efficiency ratio, and cooling or heating rate. These targets can be used to ensure that the on-board temperature control equipment can operate stably and efficiently under various operating conditions, while minimizing energy consumption and impact on other vehicle equipment.

[0166] The above performance evaluation results can be used as a quantitative indicator to reflect the degree of conformity between the current performance of the thermal management system and its operating objectives.

[0167] In one optional embodiment, if the difference between the operating temperature and the desired temperature meets a preset standard, it means that the performance of the thermal management system is as expected, and no adjustment to the operating state of the thermal management system is necessary. Conversely, if the difference does not meet the preset standard, it means that the performance of the thermal management system is insufficient to meet the actual needs of the vehicle. In this case, the control unit can iteratively adjust the operating state of the thermal management system until its performance meets expectations. Based on this, the control unit can obtain the operating temperature and desired temperature of the on-board temperature control device, as well as the operating target corresponding to the system operating mode, and can evaluate the performance of the thermal management system based on the operating temperature and desired temperature to determine whether the performance of the thermal management system can meet the operating target, thereby obtaining a performance evaluation result. Specifically, if the difference between the operating temperature and the desired temperature is less than or equal to the operating target, it means that the performance of the thermal management system can meet the actual needs of the vehicle. If the difference is greater than the operating target, it means that the performance of the thermal management system is difficult to meet the actual needs of the vehicle. Therefore, the operating state of the thermal management system needs to be adjusted. At this time, the control unit can re-execute the steps of acquiring the first operating parameters of the power equipment on the vehicle and the vehicle's driving parameters, and determining the system operating mode of the thermal management system based on the operating parameters and driving parameters. Based on the system operating mode, the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element are constructed. The steps of controlling the operation of the heat flow distribution element based on the first control parameters and controlling the operation of the energy conversion element based on the second control parameters are continued until the performance of the thermal management system can meet the operating target. This ensures that the thermal management system can always maintain a better operating state in a constantly changing environment and avoids poor performance or energy waste caused by static control strategies.

[0168] In the above steps, the closed-loop control mechanism ensures that the thermal management system can always dynamically adjust to the target performance according to the current operating conditions to meet different operating objectives, thereby improving the response speed and control accuracy of the thermal management system. At the same time, it monitors the operating status of the vehicle temperature control equipment in real time, automatically identifies and corrects deviations from the expected temperature, and thus maintains a stable temperature control effect under various complex conditions.

[0169] For ease of understanding, Figure 7 This is a schematic diagram illustrating the execution process of a thermal management method for an on-board temperature control device according to an embodiment of this application, as shown below. Figure 7As shown, firstly, the control unit acquires parameters and determines the system operating mode of the thermal management system based on these parameters. Specifically, if the battery temperature is greater than or equal to the upper temperature limit, the system operating mode is determined to be battery priority mode; if the battery temperature is less than the lower temperature limit, the system operating mode is determined to be heating assist mode; if the battery temperature is between the upper and lower temperature limits, it is determined whether the vehicle is in a parked state. If so, the system operating mode is determined to be parking silent mode; otherwise, it continues to determine whether the safety status of the thermal management system meets the safety indicators. If not, the system operating mode is determined to be safety protection mode; otherwise, the system operating mode is determined to be high-efficiency collaborative mode. Subsequently, according to different system operating modes, the actuators can coordinate their actions to update the system status. Finally, the control unit can determine whether the performance of the thermal management system meets the standards. If it does, the current system control parameters are maintained; if not, the steps of acquiring parameters and determining the system operating status based on the parameters are repeated until the performance of the thermal management system meets the standards.

[0170] This application also provides a thermal management device 80 for an in-vehicle temperature control system, applicable to the thermal management system described in any embodiment of this application. Please refer to... Figure 8 The system includes: a parameter acquisition module 802, used to acquire first operating parameters of the power equipment on the vehicle and driving parameters of the vehicle; a mode determination module 804, used to determine the system operation mode of the thermal management system based on the operating parameters and driving parameters, wherein the thermal management system achieves different objectives under different system operation modes; a parameter construction module 806, used to construct first control parameters of the heat flow distribution element and second control parameters of the energy conversion element based on the system operation mode, wherein the heat flow distribution element is used to characterize the element in the thermal management system that distributes the flow rate of coolant in the battery cooling circuit, and the energy conversion element is used to characterize the element in the vehicle temperature control device that regulates the temperature of the vehicle temperature control device based on the operating requirements of the vehicle temperature control device; and an element control module 808, used to control the operation of the heat flow distribution element based on the first control parameters and control the operation of the energy conversion element based on the second control parameters.

[0171] Furthermore, the parameter construction module 806 is also used to: acquire environmental parameters of the vehicle's driving environment, as well as the second operating parameters and expected parameters of the vehicle temperature control device, wherein the expected parameters are used to characterize the parameters that the vehicle temperature control device is expected to achieve during operation; construct a first control parameter based on the system operating mode using the environmental parameters, driving parameters, second operating parameters and expected parameters; and construct a second control parameter based on the system operating mode using the second operating parameters and expected parameters.

[0172] Furthermore, the driving parameters include: the vehicle's driving speed; the environmental parameters include: the ambient temperature of the vehicle's driving environment; the second operating parameter includes: the operating temperature of the on-board temperature control device; the desired parameter includes: the desired temperature of the on-board temperature control device; and the first control parameter includes: the water valve opening value of the three-way valve. The parameter construction module 806 is also used to: construct a first compensation amount based on the driving speed and a second compensation amount based on the ambient temperature when the system operating mode is the first mode, wherein the thermal management system and the on-board temperature control device operate collaboratively in the first mode; obtain a temperature difference based on the difference between the desired temperature and the operating temperature; perform feedback control calculation on the temperature difference to obtain a third compensation amount; and adjust the initial opening value of the three-way valve based on the first compensation amount, the second compensation amount, and the third compensation amount to obtain the water valve opening value.

[0173] Furthermore, the device also includes: a first opening value determination module, used to determine the water valve opening value as a first opening value when the system operating mode is a second mode, wherein the first opening value is used to characterize the minimum opening value used when the three-way valve can distribute the coolant flow, and in the second mode, the thermal management system operates based on the maximum cooling demand of the power equipment; and a second opening value determination module, used to determine the water valve opening value as a second opening value when the system operating mode is a third mode, wherein the second opening value is used to characterize the maximum opening value used when the three-way valve can distribute the coolant flow. In the third mode, the thermal management system assists the on-board temperature control equipment in generating heat; the third opening value determination module is used to determine the water valve opening value as the third opening value when the system is in the fourth operating mode. The third opening value is used to characterize the basic opening value used when the three-way valve can distribute the coolant flow. In the fourth mode, the thermal management system operates based on the minimum cooling requirements of the on-board temperature control equipment; the three-way valve closing module is used to control the three-way valve to close when the system is in the fifth operating mode. The fifth mode is used to characterize the presence of safety risks in the thermal management system or the on-board temperature control equipment.

[0174] Furthermore, the energy conversion element includes a cooling chip, and the second control parameter includes the operating power of the cooling chip. The parameter construction module 806 is also used to: determine the initial power of the cooling chip based on the difference between the desired temperature and the operating temperature; when the system operating mode is the second mode, obtain a target coefficient based on the product of the battery temperature of the vehicle battery and a preset coefficient, and adjust the initial power based on the target coefficient to obtain the operating power; when the system operating mode is the third mode, reverse the rated current corresponding to the energy conversion element to obtain a reverse current, and adjust the initial power based on the reverse current to obtain the operating power.

[0175] Furthermore, the device also includes: an initial power determination module, used to determine the operating power as the initial power when the system operating mode is the first mode; a first power determination module, used to determine the operating power as the first power when the system operating mode is the fourth mode, wherein the first power is used to characterize the minimum power that the cooling chip can use when the vehicle is running; and a cooling chip shutdown module, used to control the cooling chip to shut down when the system operating mode is the fifth mode.

[0176] Furthermore, the power equipment includes: a vehicle battery; the first operating parameter includes: the battery temperature of the vehicle battery; and the driving parameter includes: the driving mode of the vehicle. The mode determination module 804 is also used to: determine the system operating mode as a fourth mode when the driving mode is a parking mode; determine the system operating mode as a first mode when the driving mode is not a parking mode and the battery temperature is greater than or equal to a first preset threshold; determine the system operating mode as a third mode when the driving mode is not a parking mode and the battery temperature is less than or equal to a second preset threshold, wherein the second preset threshold is less than the first preset threshold; determine the system operating mode as a fifth mode when the driving mode is not a parking mode and the thermal management system or on-board temperature control device malfunctions; and determine the system operating mode as a second mode when the driving mode is not a parking mode, the battery temperature is greater than the second preset threshold, the battery temperature is less than the first preset threshold, and the thermal management system or on-board temperature control device does not malfunction.

[0177] Furthermore, after controlling the operation of the heat flow distribution element based on the first control parameter and the operation of the energy conversion element based on the second control parameter, the device further includes: a temperature acquisition module, used to acquire the operating temperature and desired temperature of the vehicle-mounted temperature control device, as well as the operating target corresponding to the system operating mode; to evaluate the performance of the thermal management system based on the operating temperature and desired temperature, and obtain a performance evaluation result, wherein the performance evaluation result is used to characterize whether the performance of the thermal management system can meet the operating target; and a loop execution module, used to re-execute the steps of acquiring the first operating parameters of the power equipment on the vehicle and the vehicle's driving parameters when the performance evaluation result indicates that the performance of the thermal management system cannot meet the operating target, and determining the system operating mode of the thermal management system based on the operating parameters and driving parameters, constructing the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the system operating mode, controlling the operation of the heat flow distribution element based on the first control parameter, and controlling the operation of the energy conversion element based on the second control parameter, until the performance of the thermal management system can meet the operating target.

[0178] This application also provides an electronic device 90, please refer to... Figure 9It includes a memory 910 and a processor 920, wherein the memory 910 is used to store computer programs; and the processor 920 is used to execute the programs stored in the memory 910 to implement the thermal management method of the vehicle temperature control device described in any embodiment of this application.

[0179] This application also provides a vehicle that includes a thermal management system for the vehicle-mounted temperature control device described in any embodiment of this application.

[0180] In this application, "multiple" refers to two or more.

[0181] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0182] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0183] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0184] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0185] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A thermal management system for an on-board temperature control device, characterized in that, include: The equipment cooling circuit has some components that are in contact with the energy conversion element of the vehicle temperature control equipment for heat exchange with the energy conversion element. A heat flow distribution element is disposed between the battery cooling circuit and the equipment cooling circuit, and is used to distribute the coolant in the battery cooling circuit to the equipment cooling circuit; The parameter acquisition module is used to acquire the first operating parameters of the power equipment on the vehicle and the driving parameters of the vehicle, wherein the first operating parameters are used to characterize the equipment temperature of the power equipment. The control unit, connected to the energy conversion element, the heat flow distribution element, and the parameter acquisition module, is used to determine the system operation mode of the thermal management system based on the first operating parameters and the driving parameters, and to construct a first control parameter for the heat flow distribution element and a second control parameter for the energy conversion element based on the system operation mode. The control unit controls the operation of the heat flow distribution element based on the first control parameter and the operation of the energy conversion element based on the second control parameter. The thermal management system achieves different objectives in different system operation modes. The first control parameter is used to adjust the output flow rate of the heat flow distribution element, and the second control parameter is used to adjust the energy conversion efficiency of the energy conversion element.

2. The thermal management system according to claim 1, characterized in that, The equipment cooling circuit includes: An evaporator, in contact with the energy conversion element, is used for heat exchange with the energy conversion element; The condenser has its inlet connected to the heat flow distribution element, its outlet connected to the battery cooling circuit, its condensate outlet connected to the evaporator's storage chamber return port via a condensation pipe, and its steam inlet connected to the evaporator's steam outlet via a steam pipe. The condenser is used to exchange heat with the evaporator using the coolant distributed by the heat flow distribution element.

3. The thermal management system according to claim 2, characterized in that, The condenser pipe and the steam pipe are flexible pipes.

4. The thermal management system according to claim 2 or 3, characterized in that, The evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element through a thermal interface material. The cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

5. The thermal management system according to claim 2 or 3, characterized in that, The heat flow distribution element includes a three-way valve, the first end of which is connected to the outlet of the condenser, the second end of which is connected to the inlet of the condenser, and the third end of which is connected to the inlet of the battery cooling circuit.

6. The thermal management system according to claim 2 or 3, characterized in that, The evaporator includes: The liquid storage chamber is used to store the liquid working fluid; The liquid suction core is used to uniformly transport the liquid working fluid stored in the liquid storage chamber to the heating surface for heat exchange with the energy conversion element. The evaporator contacts the energy conversion element through the heating surface. A steam channel is used to transfer the collected gaseous working fluid through the steam outlet of the evaporator to the steam pipeline, wherein the gaseous working fluid is used to characterize the liquid working fluid that undergoes a phase change after heat exchange.

7. A thermal management method for an on-board temperature control device, characterized in that, The thermal management system described in any one of claims 1-6 comprises: Obtain the first operating parameters of the power equipment on the vehicle, and the driving parameters of the vehicle; Based on the first operating parameters and the driving parameters, the system operating mode of the thermal management system is determined, wherein the thermal management system achieves different objectives under different system operating modes; Based on the system operating mode, the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element are constructed. The heat flow distribution element is controlled to operate based on the first control parameter, and the energy conversion element is controlled to operate based on the second control parameter.

8. The method according to claim 7, characterized in that, Based on the system operating mode, the first control parameters for the heat flow distribution element and the second control parameters for the energy conversion element are constructed, including: The environmental parameters of the vehicle's driving environment, as well as the second operating parameters and expected parameters of the vehicle-mounted temperature control device, are obtained, wherein the expected parameters are used to characterize the parameters that the vehicle-mounted temperature control device is expected to achieve during operation; Based on the system operating mode, the first control parameters are constructed using the environmental parameters, the driving parameters, the second operating parameters, and the desired parameters. Based on the system operating mode, the second control parameters are constructed using the second operating parameters and the desired parameters.

9. The method according to claim 8, characterized in that, The driving parameters include: the vehicle's driving speed; the environmental parameters include: the ambient temperature of the vehicle's driving environment; the second operating parameter includes: the operating temperature of the on-board temperature control device; the desired parameter includes: the desired temperature of the on-board temperature control device; the first control parameter includes: the water valve opening value of the three-way valve; based on the system operating mode, the first control parameter is constructed using the environmental parameters, the driving parameters, the second operating parameter, and the desired parameter, including: When the system is in the first operating mode, a first compensation amount is constructed based on the driving speed, and a second compensation amount is constructed based on the ambient temperature. In the first mode, the thermal management system and the vehicle temperature control device operate in coordination. The temperature difference is obtained based on the difference between the desired temperature and the operating temperature; The temperature difference is used for feedback control calculation to obtain the third compensation amount; The initial opening value of the three-way valve is adjusted based on the first compensation amount, the second compensation amount, and the third compensation amount to obtain the water valve opening value.

10. The method according to claim 9, characterized in that, The method further includes: When the system is in the second operating mode, the opening value of the water valve is determined to be a first opening value, wherein the first opening value is used to characterize the minimum opening value used when the three-way valve can distribute the flow of coolant. In the second mode, the thermal management system operates based on the maximum cooling demand of the power equipment. When the system is in the third operating mode, the water valve opening value is determined to be the second opening value, wherein the second opening value is used to characterize the maximum opening value used when the three-way valve can distribute the flow of coolant. In the third mode, the thermal management system is used to assist the vehicle temperature control device in generating heat. When the system is in the fourth operating mode, the water valve opening value is determined to be the third opening value, wherein the third opening value is used to characterize the basic opening value used when the three-way valve can distribute the flow of coolant. In the fourth mode, the thermal management system operates based on the minimum cooling requirement of the vehicle temperature control device. When the system is in the fifth operating mode, the three-way valve is controlled to close. The fifth mode is used to indicate that there is a safety risk in the thermal management system or the vehicle-mounted temperature control device.

11. The method according to claim 8, characterized in that, The energy conversion element includes a cooling chip, and the second control parameter includes the operating power of the cooling chip; based on the system operating mode, the second control parameter is constructed using the second operating parameter and the desired parameter, including: The initial power of the cooling chip is determined based on the difference between the desired temperature and the operating temperature. When the system is in the second operating mode, a target coefficient is obtained by multiplying the battery temperature of the vehicle battery on the vehicle with a preset coefficient, and the initial power is adjusted based on the target coefficient to obtain the working power; When the system is in the third operating mode, the rated current corresponding to the energy conversion element is reversed to obtain the reverse current, and the initial power is adjusted based on the reverse current to obtain the operating power.

12. The method according to claim 11, characterized in that, The method further includes: When the system is in the first operating mode, the operating power is determined to be the initial power; When the system is in the fourth operating mode, the operating power is determined to be the first power, wherein the first power is used to characterize the minimum power that the cooling chip can use when the vehicle is running; When the system is in the fifth operating mode, the cooling chip is turned off.

13. The method according to claim 7, characterized in that, The power equipment includes: a vehicle battery; the first operating parameter includes: the battery temperature of the vehicle battery; the driving parameter includes: the driving mode of the vehicle; based on the first operating parameter and the driving parameter, determining the system operating mode of the thermal management system includes: When the driving mode is parking mode, the system operating mode is determined to be the fourth mode; If the driving mode is not the parking mode and the battery temperature is greater than or equal to a first preset threshold, the system operating mode is determined to be the first mode. If the driving mode is not the parking mode and the battery temperature is less than or equal to the second preset threshold, the system operating mode is determined to be the third mode, where the second preset threshold is less than the first preset threshold. If the driving mode is not the parking mode and the thermal management system or the vehicle temperature control device malfunctions, the system operating mode is determined to be the fifth mode. If the driving mode is not the parking mode, and the battery temperature is greater than the second preset threshold, or the battery temperature is less than the first preset threshold, and the thermal management system or the vehicle temperature control device is not malfunctioning, then the system operating mode is determined to be the second mode.

14. The method according to claim 7, characterized in that, After controlling the operation of the heat flow distribution element based on the first control parameter and the operation of the energy conversion element based on the second control parameter, the method further includes: The operating temperature and desired temperature of the vehicle-mounted temperature control device, as well as the operating target corresponding to the system's operating mode, are obtained. The performance of the thermal management system is evaluated based on the operating temperature and the desired temperature to obtain a performance evaluation result, wherein the performance evaluation result is used to characterize whether the performance of the thermal management system can meet the operating target; If the performance evaluation results indicate that the performance of the thermal management system cannot meet the operational target, the following steps are repeated: acquiring the first operating parameters of the power equipment on the vehicle and the driving parameters of the vehicle; determining the system operating mode of the thermal management system based on the first operating parameters and the driving parameters; constructing the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the system operating mode; controlling the operation of the heat flow distribution element based on the first control parameters and controlling the operation of the energy conversion element based on the second control parameters; until the performance of the thermal management system meets the operational target.

15. A thermal management device for an on-board temperature control system, characterized in that, The thermal management system described in any one of claims 1-6 comprises: The parameter acquisition module is used to acquire the first operating parameters of the power equipment on the vehicle, as well as the driving parameters of the vehicle. The mode determination module is used to determine the system operation mode of the thermal management system based on the first operating parameters and the driving parameters, wherein the thermal management system achieves different objectives under different system operation modes; The parameter construction module is used to construct the first control parameters of the heat flow distribution element and the second control parameters of the energy conversion element based on the system operation mode. The heat flow distribution element is used to characterize the element that distributes the flow rate of coolant in the battery cooling circuit in the thermal management system, and the energy conversion element is used to characterize the element that regulates the temperature of the vehicle temperature control device based on the operating requirements of the vehicle temperature control device. The component control module is used to control the operation of the heat flow distribution component based on the first control parameter and to control the operation of the energy conversion component based on the second control parameter.

16. A vehicle, characterized in that, The thermal management system includes any one of claims 1-6.

17. An electronic device, characterized in that, Including processor and memory, among which, Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 6-14.

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