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, device, vehicle and electronic device for a vehicle temperature control device, wherein the method 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 gas transmission device fixed on the device cooling loop, configured to transmit gaseous medium to the outer surface of the device cooling loop to cool the cooling medium transmitted in the device cooling loop; and a control unit connected to the vehicle temperature control device, configured to construct a device control parameter of the gas transmission device based on a first operating parameter of the energy conversion element, a second operating parameter of the vehicle temperature control device and an expected operating parameter, and control the operation of the gas transmission device based on the device control parameter. The present application solves the technical problem of low efficiency of heat dissipation for the vehicle temperature control device in the related art.

Description

Technical Field

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

[0002] With advancements in technology and improvements in living standards, in-car refrigerators have become an important device for enhancing driving and passenger comfort, especially during long journeys, providing convenience such as cold drinks and fresh food. However, the semiconductor cooling system in in-car refrigerators generates heat during operation, which needs to be handled through a heat dissipation mechanism, but current heat dissipation mechanisms are relatively inefficient for in-car refrigerators. 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 heat dissipation efficiency of vehicle-mounted temperature control equipment in related technologies.

[0004] According to one embodiment of this application, a thermal management system for an in-vehicle 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 in-vehicle temperature control device for heat exchange with the energy conversion element, thereby regulating the temperature of the in-vehicle temperature control device through the energy conversion element; a gas transmission device, fixed on the device cooling circuit, for transmitting a gaseous medium to the outer surface of the device cooling circuit to cool the cooling medium transmitted in the device cooling circuit; and a control unit, connected to the in-vehicle temperature control device, for determining a heat dissipation control mode of the thermal management system based on a first operating parameter of the energy conversion element, and constructing device control parameters for the gas transmission device based on the heat dissipation control mode using the first operating parameter, a second operating parameter of the in-vehicle temperature control device, and a desired operating parameter, and controlling the operation of the gas transmission device based on the device control parameters, wherein the first operating parameter includes the initial operating temperature of the energy conversion element, the second operating parameter includes the internal temperature of the in-vehicle temperature control device, and the desired operating parameter includes the desired internal temperature of the in-vehicle temperature control device, and different heat dissipation requirements correspond to different heat dissipation control modes.

[0005] Furthermore, the first part of the equipment cooling circuit is deployed inside the vehicle, and the second part of the equipment cooling circuit is deployed outside the vehicle, so that the equipment cooling circuit runs through the vehicle body; the gas transmission equipment is fixed to the second part of the equipment cooling circuit.

[0006] Furthermore, the first part of 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; the second part of the equipment cooling circuit includes a radiator, on which a gas transmission device is fixed, the medium outlet of the radiator is connected to the liquid storage chamber return port of the evaporator through a condensation pipe, and the steam inlet of the radiator is connected to the steam outlet of the evaporator through a steam pipe. The radiator is used to cool the received cooling medium using the gas transmission device.

[0007] Furthermore, the radiator includes: multiple fins, the multiple fins being arranged at preset intervals along the height direction of the vehicle, and at least one of the multiple fins extending along the horizontal direction of the vehicle.

[0008] Furthermore, the target position of the gas transmission device fixed on the radiator is determined by the gas transmission direction of the gas transmission device.

[0009] Furthermore, the condensate piping and steam piping are flexible.

[0010] Furthermore, the evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element with thermally conductive silicone grease, while the cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

[0011] 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 an energy conversion element, second operating parameters of the on-board temperature control device, and desired operating parameters; determining a heat dissipation control mode of the thermal management system based on the first operating parameters, wherein different heat dissipation control modes correspond to different heat dissipation requirements; constructing device control parameters for a gas transmission device based on the heat dissipation control mode using the first operating parameters, the second operating parameters, and the desired operating parameters; and controlling the operation of the gas transmission device based on the device control parameters.

[0012] Furthermore, the energy conversion element includes: a cooling chip; a first operating parameter including: the initial operating temperature of the cooling chip; a second operating parameter including: the internal temperature of the vehicle-mounted temperature control device; and a desired operating parameter including: the desired internal temperature of the vehicle-mounted temperature control device. Based on the heat dissipation control mode, the device control parameters of the gas transmission device are constructed using the second operating parameter and the desired operating parameter, including: when the heat dissipation control mode is the first heat dissipation mode, constructing the target operating temperature of the cooling chip based on the internal temperature and the desired internal temperature, wherein the target operating temperature is used to characterize the operating parameters reached by the gas transmission device under ideal conditions; obtaining a first difference value based on the difference between the initial operating temperature and the target operating temperature; and performing feedback control calculations on the initial control parameters of the gas transmission device based on the first difference to construct the device control parameters.

[0013] Furthermore, based on the internal temperature of the equipment and the desired internal temperature, the target operating temperature of the cooling chip is constructed, including: obtaining a second difference value based on the difference between the desired internal temperature and the internal temperature of the equipment; inputting the second difference value into the temperature construction model, and using the temperature construction model to evaluate the operating requirements of the cooling chip based on the second difference value to construct the target operating temperature.

[0014] Furthermore, based on the first difference, feedback control calculations are performed on the initial control parameters of the gas transmission equipment to construct the equipment control parameters, including: obtaining the vehicle's driving speed and the ambient temperature of the vehicle's driving environment; constructing parameter compensation quantities corresponding to the initial control parameters based on the driving speed and ambient temperature; adjusting the initial control parameters based on the parameter compensation quantities to obtain the adjusted control parameters; and performing feedback control calculations on the adjusted control parameters based on the first difference to construct the equipment control parameters.

[0015] Furthermore, the method further includes: when the heat dissipation control mode is the second heat dissipation mode, controlling the gas transmission device to shut down; when the heat dissipation control mode is the third heat dissipation mode, determining the device control parameters to be preset control parameters, wherein the heat dissipation capacity of the gas transmission device under the preset control parameters is greater than the heat dissipation capacity of the gas transmission device under other control parameters; when the heat dissipation control mode is the fourth heat dissipation mode, determining the device control parameters to be the initial control parameters of the gas transmission device, wherein the heat dissipation requirement of the second heat dissipation mode is less than the heat dissipation requirement of the fourth heat dissipation mode, the heat dissipation requirement of the fourth heat dissipation mode is less than the heat dissipation requirement of the first heat dissipation mode, and the heat dissipation requirement of the first heat dissipation mode is less than the heat dissipation requirement of the third heat dissipation mode.

[0016] Furthermore, the method also includes: determining that the thermal management system is in a second heat dissipation mode when the initial operating temperature is lower than the lower limit temperature of the silent zone; determining that the thermal management system is in a first heat dissipation mode when the initial operating temperature is higher than the upper limit temperature of the silent zone and the initial operating temperature is less than or equal to the maximum safe temperature of the cooler; determining that the thermal management system is in a third heat dissipation mode when the initial operating temperature is higher than or equal to the lower limit temperature of the silent zone and the initial operating temperature is less than or equal to the upper limit temperature of the silent zone, wherein the lower limit temperature of the silent zone is lower than the upper limit temperature of the silent zone and the upper limit temperature of the silent zone is lower than the maximum safe temperature.

[0017] According to one embodiment of this application, a thermal management device for an in-vehicle temperature control device is provided, applied to the thermal management system described in any embodiment of this application, comprising: a parameter acquisition module, used to acquire first operating parameters of an energy conversion element, second operating parameters of the in-vehicle temperature control device, and desired operating parameters; a mode determination module, used to determine a heat dissipation control mode of the vehicle's thermal management system based on the first operating parameters, wherein different heat dissipation control modes correspond to different heat dissipation requirements; a parameter construction module, used to construct device control parameters for a gas transmission device in the vehicle based on the heat dissipation control mode, using the first operating parameters, the second operating parameters, and the desired operating parameters; and a device control module, used to control the operation of the gas transmission device based on the device control parameters.

[0018] According to one embodiment of this application, a vehicle is provided that includes the thermal management system described in any embodiment of this application.

[0019] 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

[0020] 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;

[0021] Figure 2 This is an architecture diagram of a thermal management system provided according to an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a heat sink according to an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the external shape of a flat-plate evaporator according to an embodiment of this application;

[0024] Figure 5 This is a cross-sectional view of an evaporator according to an embodiment of this application;

[0025] 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;

[0026] 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;

[0027] 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;

[0028] Figure 9 This is a structural diagram of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0029] 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.

[0030] Currently common heat dissipation technologies mainly include built-in air cooling, external air cooling, and air conditioning-assisted cooling. Built-in air cooling is the most common design, with a fan and heat sink located at the back of the refrigerator, directly dissipating heat into the passenger compartment. While this solution is simple in structure and easy to implement, in actual use, the noise and vibration generated by the high-speed fan can affect the passenger experience, especially in vehicles prioritizing high-quality ride comfort. External air cooling is relatively complex, typically requiring the cooling system to be placed outside the vehicle, such as under the vehicle or on the roof, guiding cooling air to the radiator through the vehicle's air ducts. This solution addresses noise and heat pollution issues to some extent, but current external air cooling solutions have relatively low heat dissipation efficiency for refrigerators. While air conditioning-assisted cooling can effectively improve the refrigerator's cooling and heating performance, in practical applications, this solution places an additional burden on the vehicle's air conditioning system, especially in electric vehicles, significantly shortening the driving range. Furthermore, the cooling process is highly dependent on the operating status of the air conditioning system; once the air conditioning stops working, the refrigerator's heat dissipation capacity drops significantly, affecting the cooling effect. Therefore, a new heat dissipation solution needs to be designed that can effectively manage the heat generated by the refrigerator without sacrificing passenger cabin comfort, improve overall energy efficiency, and reduce the burden on the vehicle's energy system.

[0031] Some of the terms or terms that appear in the description of the embodiments of this application shall be interpreted as follows:

[0032] Controller Area Network (CAN): A serial communication protocol widely used in the automotive industry for data communication between microcontrollers and devices.

[0033] 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.

[0034] 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.

[0035] Electronic cooling fan: A cooling fan driven by electricity consists of fan blades, an electric motor, and a control circuit. The electric motor drives the fan blades to rotate, generating airflow to remove the heat generated by the electronic equipment during operation. The control circuit can automatically adjust the fan speed according to the temperature changes of the equipment or other signals to achieve efficient heat dissipation while reducing noise and power consumption.

[0036] This application provides a thermal management system for an on-board temperature control device, comprising: a device cooling circuit, wherein some components of the device cooling circuit are attached to the energy conversion element of the on-board temperature control device for heat exchange with the energy conversion element, so as to regulate the temperature of the on-board temperature control device through the energy conversion element; a gas transmission device, fixed on the device cooling circuit, for transmitting a gaseous medium to the outer surface of the device cooling circuit to cool the cooling medium transmitted in the device cooling circuit; and a control unit, connected to the on-board temperature control device, for constructing device control parameters for the gas transmission device based on a first operating parameter of the energy conversion element, a second operating parameter of the on-board temperature control device, and a desired operating parameter, and controlling the operation of the gas transmission device based on the device control parameters.

[0037] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: the control unit intelligently constructs the equipment control parameters of the gas transmission device based on the first operating parameters, the second operating parameters and the expected operating parameters obtained in real time, and can dynamically utilize the auxiliary energy conversion element of the gas transmission device to cool down the vehicle temperature control device, thereby avoiding energy waste caused by excessive heat dissipation, while ensuring that the vehicle temperature control device can always meet the usage needs of the occupants.

[0038] 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:

[0039] 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.

[0040] The aforementioned equipment cooling circuit can be a circuit specifically designed to absorb the heat generated by the vehicle temperature control equipment. This circuit may include, but is not limited to, a cooling medium, various pipes and fittings. The cooling medium can circulate in this circuit to absorb the heat from the vehicle temperature control equipment and dissipate it into the environment, thereby maintaining the vehicle temperature control equipment in a safe and efficient temperature range.

[0041] The aforementioned vehicle temperature control device can be a device installed on a vehicle to regulate temperature. It can be designed to heat, cool, or perform both functions simultaneously to ensure passenger comfort or protect items in the vehicle from temperature changes. For example, the aforementioned vehicle temperature control device may include a vehicle refrigerator for maintaining the temperature of food, beverages, or medicines.

[0042] 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.

[0043] In one optional embodiment, considering that the vehicle-mounted temperature control device generates heat during operation, if this heat cannot be removed in a timely and effective manner, it will reduce the working efficiency of the vehicle-mounted temperature control device, and may even lead to performance degradation or damage, thereby reducing the driving and riding experience of the vehicle occupants. In order to achieve efficient heat dissipation of the vehicle-mounted temperature control device, some components in the device's cooling circuit can be closely attached to the energy conversion element, thereby reducing the thermal resistance in the heat conduction path and ensuring that the heat of the vehicle-mounted temperature control device can be quickly and effectively transferred to the cooling circuit through the energy conversion element, so that the temperature of the vehicle-mounted temperature control device can be regulated by the energy conversion element. Therefore, some components in the device's cooling circuit can be attached to the energy conversion element of the vehicle-mounted temperature control device, thereby more accurately controlling the temperature of the vehicle-mounted temperature control device and ensuring that the vehicle-mounted temperature control device is kept within the ideal temperature range.

[0044] The gas transmission device 1004 is fixed on the equipment cooling circuit 1001 and is used to transmit gaseous medium to the outer surface of the equipment cooling circuit 1001 to cool the cooling medium transmitted in the equipment cooling circuit 1001.

[0045] The aforementioned gas transmission device can be a device specifically designed to move gas in the thermal management system (hereinafter referred to as the thermal management system) of an on-board temperature control device. It can guide the gaseous medium to the outer surface of the device's cooling circuit through compression, pumping, or forced convection, thereby achieving cooling of the cooling medium and promoting heat exchange and dissipation.

[0046] The aforementioned gaseous medium can be a substance that is gaseous at normal temperature and pressure, including but not limited to air, helium, nitrogen, etc., used to remove heat from the outer surface of the equipment's cooling circuit through flow.

[0047] The aforementioned cooling medium can be a medium that circulates within the equipment's cooling circuit. It can be used to directly absorb or transfer the heat generated by the vehicle-mounted temperature control equipment. This medium can include, but is not limited to, liquid and gaseous media. By circulating within the cooling circuit, it can transfer heat from inside the vehicle-mounted temperature control equipment to the outside, thereby achieving the purpose of cooling.

[0048] In one alternative embodiment, considering that forced convection can accelerate heat transfer between the surface of the device's cooling circuit and the air, and has a higher heat dissipation efficiency than natural convection, a gas transmission device can be fixed on the device's cooling circuit to transfer a gaseous medium to the outer surface of the device's cooling circuit. Since the flow of the gaseous medium can carry away more heat, this design can effectively cool the cooling medium transferred in the device's cooling circuit, thereby improving the heat dissipation efficiency of the vehicle-mounted temperature control device.

[0049] Specifically, the fixing methods for gas transmission equipment can be divided into direct fixing and indirect fixing. Direct fixing refers to directly fastening the gas transmission equipment to the outer shell of the equipment's cooling circuit using connectors (such as bolts, clamps, or welded structures), forming a rigid integrated unit between the cooling circuit and the gas transmission equipment, thereby improving the heat dissipation efficiency of the cooling circuit. Indirect fixing, on the other hand, involves isolating the gas transmission equipment from the equipment's cooling circuit using intermediate transition components (such as rubber vibration damping brackets, elastic vibration isolation pads, metal connecting arms, or independent mounting frames). This prevents the gas transmission equipment from directly contacting the cooling circuit body, using only the intermediate component for positioning. This maintains the continuity of the gas transmission path while blocking the direct propagation path of vibration and noise, reducing the risk of resonance in the overall heat dissipation structure.

[0050] The control unit 1005 is connected to the vehicle-mounted temperature control device 1002 and is used to determine the heat dissipation control mode of the thermal management system based on the first operating parameters of the energy conversion element 1003. Based on the heat dissipation control mode, it constructs the equipment control parameters of the gas transmission device 1004 using the first operating parameters, the second operating parameters of the vehicle-mounted temperature control device 1002, and the desired operating parameters. It then controls the operation of the gas transmission device 1004 based on the equipment control parameters. The first operating parameters include the initial operating temperature of the energy conversion element, the second operating parameters include the internal temperature of the vehicle-mounted temperature control device, and the desired operating parameters include the desired internal temperature of the vehicle-mounted temperature control device. Different heat dissipation control modes correspond to different heat dissipation requirements.

[0051] The aforementioned control unit may be an electronic or electromechanical device used to receive signals, process data, and issue instructions to control the operation of the thermal management system.

[0052] The aforementioned heat dissipation control modes can refer to the operating modes adopted by the thermal management system to achieve different objectives, including but not limited to: intelligent speed-regulating heat dissipation mode, completely passive heat dissipation mode, and forced full-speed heat dissipation mode.

[0053] The aforementioned first operating parameter can refer to the performance parameters of the energy conversion element during operation, including but not limited to temperature, current, voltage, power, or operating frequency, which can directly reflect the working status and efficiency of the energy conversion element.

[0054] The aforementioned second operating parameter can be the operating status or performance indicators of the vehicle-mounted temperature control equipment, including but not limited to the equipment's temperature setpoint, wind speed, humidity, energy consumption, or operating mode, used to evaluate the working effect and adjustment needs of the temperature control equipment.

[0055] The aforementioned expected operating parameters can be the ideal operating indicators that the user or thermal management system hopes the energy conversion element or vehicle temperature control equipment will achieve, which may include, but are not limited to, the set cooling temperature, air conditioning temperature, humidity level, or energy efficiency ratio.

[0056] The aforementioned equipment control parameters can be parameters used to directly adjust or set the working state of the gas transmission equipment. These parameters may include, but are not limited to, the type, frequency, duty cycle, voltage, speed, or operating mode of the control signal, thereby ensuring that the gas transmission equipment operates efficiently and accurately according to the needs of the thermal management system.

[0057] The aforementioned initial operating temperature can be the operating temperature of the energy conversion element at the beginning of the control cycle, reflecting the current temperature state of the energy conversion element.

[0058] The internal temperature of the aforementioned equipment can be the internal temperature of the vehicle-mounted temperature control device, which can be used to evaluate the working status and performance of the vehicle-mounted temperature control device.

[0059] The aforementioned desired internal temperature can be the temperature that the on-board temperature control device should reach, as required by the user setting or the target of the thermal management system.

[0060] In one optional embodiment, considering that the first operating parameter can reflect the operating status of the energy conversion element, the control unit needs to acquire the first operating parameter to understand the working efficiency and health status of the energy conversion element and determine the heat dissipation control mode of the thermal management system, thereby clarifying the heat dissipation effect of the energy conversion element on the vehicle temperature control device. Similarly, since the second operating parameter can reflect the operating status of the vehicle temperature control device, by acquiring the second operating parameter, the control unit can understand the operating status of the vehicle temperature control device, so as to formulate a more reasonable thermal management strategy, thereby ensuring that the actual operating effect of the vehicle temperature control device meets the needs of the vehicle occupants. Therefore, the control unit can connect to the vehicle temperature control device to accurately monitor the first operating parameter of the energy conversion element and the second operating parameter of the vehicle temperature control device. Subsequently, based on the heat dissipation control mode of the energy conversion element, the control unit can use the first operating parameter, the second operating parameter, and combined with the desired operating parameter to determine whether the gas transmission device needs to participate in the auxiliary heat dissipation of the vehicle temperature control device, thereby constructing the device control parameters of the gas transmission device, and then accurately controlling the operation of the gas transmission device based on the device control parameters.

[0061] Specifically, the first operating parameter may include the initial operating temperature of the energy conversion element, the second operating parameter may include the internal temperature of the vehicle temperature control device, and the desired operating parameter may include the desired internal temperature of the vehicle temperature control device. Different heat dissipation control modes correspond to different heat dissipation requirements. The control unit can use the initial operating temperature of the energy conversion element as the heat source input, the internal temperature of the vehicle temperature control device as the load feedback, and the desired internal temperature as the control target, based on the heat dissipation requirement threshold corresponding to the current heat dissipation control mode. By using the heat conduction and heat balance equations, it can calculate the equipment control parameters required by the gas transmission device, such as ventilation volume, air pressure, or rotation speed, to achieve precise control of the heat flow path. This ensures that the hot end temperature of the energy conversion element is maintained within a safe and efficient range, while preventing the vehicle temperature control device from deviating from the set temperature due to thermal interference.

[0062] In the above configuration, the control unit intelligently constructs the equipment control parameters of the gas transmission device based on the first and second operating parameters and the desired operating parameters acquired in real time. It can dynamically utilize the auxiliary energy conversion element of the gas transmission device to cool the vehicle temperature control device, thereby avoiding energy waste caused by excessive heat dissipation and ensuring that the vehicle temperature control device can always meet the usage needs of the occupants.

[0063] Furthermore, the first part of the equipment cooling circuit is deployed inside the vehicle, and the second part of the equipment cooling circuit is deployed outside the vehicle, so that the equipment cooling circuit runs through the vehicle body; the gas transmission equipment is fixed to the second part of the equipment cooling circuit.

[0064] The first part mentioned above can be a fluid circulation channel located inside the vehicle, directly thermally coupled to the heat source, and used to absorb and conduct waste heat generated during the operation of the vehicle temperature control equipment.

[0065] The second part mentioned above can be a fluid circulation channel located outside the vehicle, exchanging heat with the ambient medium, and used to release heat from the first part to the external environment.

[0066] In one alternative embodiment, considering that the hot end of the energy conversion element generates a large amount of waste heat during operation, if the entire equipment cooling circuit is placed inside the vehicle, it will lead to increased temperature in the passenger compartment and direct transmission of noise and vibration to the vehicle environment, thereby affecting passenger comfort and increasing the load on the thermal management system. Therefore, the equipment cooling circuit can be divided into two parts. The first part can be deployed inside the vehicle, in contact with the hot end of the energy conversion element to absorb heat. The second part can be deployed outside the vehicle to achieve final heat dissipation, and can be connected to the vehicle body via a flexible loop heat pipe to achieve a working fluid phase change cycle, thus ensuring efficient heat transfer from inside the compartment to outside. Furthermore, a gas transfer device can be fixed to the second part of the equipment cooling circuit to utilize external airflow during vehicle operation for auxiliary heat dissipation, or, when heat dissipation demand is low, to rely solely on external airflow for heat dissipation, thereby reducing energy consumption and improving heat dissipation stability.

[0067] In the above configuration, by deploying the first part of the equipment cooling circuit inside the vehicle and the second part outside the vehicle, the equipment cooling circuit runs through the vehicle body, achieving physical isolation between heat absorption inside the cabin and heat dissipation outside. The gas transmission equipment is fixed to the external part of the vehicle, which can directly utilize the natural wind of the vehicle for efficient passive heat dissipation. This not only completely isolates the noise, vibration and waste heat generated by the operation of the gas transmission equipment from interfering with the passenger compartment, but also avoids the increased air conditioning load and energy consumption caused by traditional cabin heat dissipation, significantly improving passenger comfort and system energy efficiency.

[0068] Furthermore, the first part of 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; the second part of the equipment cooling circuit includes a radiator, on which a gas transmission device is fixed, the medium outlet of the radiator is connected to the liquid storage chamber return port of the evaporator through a condensation pipe, and the steam inlet of the radiator is connected to the steam outlet of the evaporator through a steam pipe. The radiator is used to cool the received cooling medium using the gas transmission device.

[0069] The aforementioned evaporator can be a device used to absorb and evaporate heat in the equipment cooling circuit through a liquid medium, thereby transferring heat from the hot end to the medium.

[0070] The aforementioned radiator can be a device used to dissipate heat from inside the equipment's cooling circuit through heat exchange with the external environment.

[0071] The aforementioned medium outlet can refer to the channel through which the cooling medium leaves the radiator after completing its cooling task.

[0072] The aforementioned condenser pipe can be a pipe connecting the medium outlet of the radiator and the liquid return port of the evaporator's storage chamber. It can be used to transfer the condensed liquid medium in the radiator back to the liquid storage chamber of the evaporator to form a medium circulation loop.

[0073] The aforementioned liquid storage chamber return port can be an opening inside the evaporator, which can be directly connected to the condenser line to receive the liquid medium condensed from the radiator and flowing back, so as to store and redistribute these media into the liquid wick of the evaporator to prepare for the heat absorption of the next cycle.

[0074] The aforementioned steam inlet can be the inlet where steam travels from the evaporator through a steam pipeline to the radiator, ensuring that the steam can smoothly enter the radiator and make full contact with the radiator's fins or heat sinks to achieve effective heat exchange.

[0075] The aforementioned steam pipeline can be a pipe connecting the steam outlet of the evaporator and the steam inlet of the radiator. It can be used to guide the high-temperature steam generated in the evaporator to the radiator, so that the steam condenses in the radiator and releases heat.

[0076] The aforementioned steam outlet can be a channel through which steam is released from inside the evaporator.

[0077] In an alternative embodiment, considering that the design of an evaporator typically includes a wick and a vapor channel, which promote uniform distribution and rapid evaporation of the liquid medium, thereby achieving rapid heat absorption and conversion, an evaporator can be deployed in the first part of the device's cooling circuit and can be in direct contact with the energy conversion element to quickly absorb the waste heat generated by the energy conversion element during operation through efficient heat exchange with the energy conversion element.

[0078] Furthermore, considering that the radiator can fully exchange heat with the external environment, a radiator can also be deployed in the second part of the equipment cooling circuit, and a gas transmission device can be fixed on the radiator so as to use the principle of air cooling to control the operation of the gas transmission device, thereby cooling the received cooling medium.

[0079] Based on this, the medium outlet of the radiator can be connected to the return port of the liquid storage chamber of the evaporator through a condenser pipe, and the steam inlet of the radiator can be connected to the steam outlet of the evaporator through a steam pipe. This allows the liquid medium to absorb heat in the evaporator and change from liquid to gas (steam), which then flows to the radiator through the steam pipe. Subsequently, the steam can exchange heat with the external environment, release heat, and condense back into liquid. The condensed liquid medium can then return to the liquid storage chamber of the evaporator through the condenser pipe, thus completing a heat cycle.

[0080] In the above configuration, the design of the evaporator and the energy conversion element being in close contact effectively promotes heat exchange between the two. When the energy conversion element generates heat during operation, the evaporator can quickly absorb this heat and transfer it from the hot end to the cold end through the phase change cycle of the working fluid. In addition, a gas transmission device is fixed on the radiator, which can accelerate the cooling process of the cooling medium, thereby improving the heat dissipation efficiency of the vehicle temperature control equipment.

[0081] Furthermore, the radiator includes: multiple fins, the multiple fins being arranged at preset intervals along the height direction of the vehicle, and at least one of the multiple fins extending along the horizontal direction of the vehicle.

[0082] The aforementioned fins can be thin plate-shaped metal structural components used to enhance the heat exchange area. They can be made of materials with good thermal conductivity and can be fixed to the surface of the radiator, thereby increasing the heat transfer efficiency by increasing the contact area between the fluid (air or liquid) and the solid surface.

[0083] In one alternative embodiment, considering that the radiator is deployed in the second part of the equipment cooling circuit, and the second part is deployed outside the vehicle, the radiator needs to perform efficient heat dissipation in the external environment of the vehicle. Since the airflow during vehicle movement is mainly horizontal, multiple fins can be arranged at preset intervals along the height of the vehicle to increase the heat dissipation area and adapt to the vertical airflow distribution. At the same time, at least one fin can be extended along the horizontal direction of the vehicle to directly intercept and utilize the mainstream airflow of natural wind during driving, thereby enhancing convective heat transfer efficiency and reducing thermal resistance.

[0084] In the above configuration, by arranging multiple fins at preset intervals along the vehicle height direction and extending at least one fin along the vehicle horizontal direction, the capture efficiency of natural wind during vehicle operation is significantly improved. The horizontally extended fins can actively intercept and guide airflow under the vehicle or to the sides, forming a more effective lateral airflow channel, thereby enhancing the contact area between air and fins and the uniformity of heat exchange.

[0085] Furthermore, the target position of the gas transmission device fixed on the radiator is determined by the gas transmission direction of the gas transmission device.

[0086] The aforementioned target location can refer to the area on the radiator used to install gas transfer equipment. The location can be selected based on the axial flow direction of the fluid inlet or outlet of the gas transfer equipment to ensure that the flow channel of the gas transfer equipment is spatially aligned with the airflow channel of the radiator. This allows the gas to enter or exit along the flow channel between the radiator fins with less turbulence and pressure drop, thereby maximizing heat exchange efficiency.

[0087] In one alternative embodiment, considering that there may be uneven distribution of local resistance in the fin structure and airflow path of the radiator, the target position for installing the gas transmission device can be aligned with the larger flow cross section and low back pressure area of ​​the radiator along the gas transmission direction of the gas transmission device, so as to ensure that the airflow passes through all fins evenly and avoid the decrease in heat exchange efficiency caused by local airflow stagnation or increased turbulence.

[0088] In the above setup, by precisely aligning the installation position of the gas transmission device on the radiator with the gas flow direction, airflow resistance can be reduced, heat dissipation efficiency can be improved, and heat accumulation caused by turbulence or backflow can be avoided. This achieves more uniform and stable heat dissipation performance without increasing the power consumption of the fan, while also reducing system noise and extending the service life of the equipment.

[0089] Furthermore, the condensate piping and steam piping are flexible.

[0090] The aforementioned flexible pipeline can refer to a pipeline structure that can be bent and deformed within a certain range. It can be made of flexible materials, thereby providing high adaptability in complex installation environments and allowing the pipeline to bypass obstacles or adapt to non-linear paths without sacrificing its functionality and durability.

[0091] In one alternative embodiment, considering the poor scalability and adaptability of rigid piping, and the fact that rigid piping may transmit vibrations to the vehicle body during driving, leading to increased noise, flexible piping can adapt to the specific layout of the vehicle's interior in three dimensions without the need for additional structural support or direct connection to rigid conduits. This provides great flexibility in installation and layout. Furthermore, flexible piping can effectively absorb and isolate vibrations generated during vehicle operation, thereby maintaining the quietness of the thermal management system under dynamic operating conditions and improving the user experience. Based on this, flexible piping can be used for both condensate and steam piping.

[0092] 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.

[0093] Furthermore, the evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element with thermally conductive silicone grease, while the cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

[0094] The aforementioned thermal grease can be a high thermal conductivity interface material used to fill the tiny gaps between the evaporator and the energy conversion element to reduce thermal resistance and thus improve heat transfer efficiency.

[0095] In one alternative embodiment, considering that a larger contact area between the evaporator and the energy conversion element results in better heat dissipation, and that a flat-plate evaporator can provide a larger contact area, thereby enhancing the heat exchange capacity with the energy conversion element, thermally conductive silicone grease can be used as an intermediate layer to fill the tiny gaps between the evaporator and the energy conversion element, reducing thermal resistance and allowing heat to be transferred more smoothly from the energy conversion element to the evaporator. Therefore, the evaporator can be set to a flat-plate shape to increase the contact area, and thermally conductive silicone grease can be used to adhere the outer surface of the evaporator to the hot end of the energy conversion element, ensuring that heat transferred from the cold end of the energy conversion element can be quickly carried away, avoiding overheating and efficiency reduction caused by heat accumulation inside the energy conversion element. The cold end of the energy conversion element can also be brought into contact with the surface of the vehicle temperature control device's housing to quickly absorb heat from inside the housing.

[0096] 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 thermally conductive silicone grease as a medium greatly reduces thermal resistance and improves heat transfer efficiency, thereby enhancing the cooling efficiency of the vehicle temperature control device.

[0097] 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 steam pipe 300, a radiator 400, a condenser pipe 500, an electronic cooling fan 600, and an intelligent controller 700. The thermoelectric cooler 101, the refrigerator compartment 102, and the refrigerator shell 103 together form the refrigerator 100, which is the aforementioned vehicle-mounted temperature control device 1002. The evaporator 200, the steam pipe 300, the radiator 400, and the condenser pipe 500 together form the cooling circuit 1001 of the aforementioned device. The thermoelectric cooler 101 is the aforementioned energy conversion element 1003, the electronic cooling fan 600 is the aforementioned gas transmission device 1004, and the intelligent controller 700 is the aforementioned control unit 1005.

[0098] The radiator 400 and the electronic cooling fan 600 can be deployed outside the vehicle, so that when the cooling demand is low, the radiator 400 can exchange heat with the natural wind generated by the vehicle during driving, and when the cooling demand is low, the electronic cooling fan 600 can be activated to force the radiator 400 to cool down.

[0099] Figure 3 This is a schematic diagram of a heat sink according to an embodiment of this application, as shown below. Figure 3 As shown, the electronic cooling fan 600 can be fixed on the radiator 400. The upper end of the radiator 400 is connected to the steam pipe 300, and the lower end is connected to the condenser pipe 500.

[0100] 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.

[0101] 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.

[0102] In the aforementioned thermal management system architecture, after the thermoelectric cooler 101 is energized, its cold end can absorb heat from the refrigerator compartment 102 to achieve a cooling function. Simultaneously, the hot end of the thermoelectric cooler 101 generates a large amount of waste heat, which can be tightly fitted to the back of the evaporator 200. Thermally conductive silicone grease is applied between the hot end of the thermoelectric cooler 101 and the evaporator 200 to minimize the contact thermal resistance and ensure efficient heat transfer. Subsequently, the wick 202 inside the evaporator 200, under capillary action, evenly transports the liquid working fluid in the storage chamber 201 to the entire heated surface. After absorbing heat, the liquid working fluid undergoes a phase change at the root of the vapor channel 203, evaporating into steam. This process absorbs a large amount of latent heat of vaporization.

[0103] The generation of steam causes an increase in pressure, which allows the steam to be collected in the steam channel 203 and then flow through the steam pipe 300 to the radiator 400 at the far end. The high-temperature steam flows in the radiator 400, comes into contact with the surface of the radiator fins 402, releases the latent heat it carries into the environment, and cools itself and condenses into a liquid state.

[0104] Driven by the intelligent controller 700, the electronic cooling fan 600 can intelligently start, stop, or adjust its speed according to the system's heat load, forcing airflow over the fins 402 and greatly enhancing the heat dissipation effect. The liquid working fluid condensed in the radiator 400, under the combined action of gravity and the capillary pumping force of the wick 202, can return to the liquid storage chamber 201 of the evaporator 200 through the condensation pipe 500. Thus, the working fluid completes a complete cycle from evaporation to transport, then to condensation, and finally to reflux. This heat dissipation process can be passively and continuously carried out; as long as the semiconductor cooling chip 101 is working, heat will be continuously transferred from inside the vehicle to outside.

[0105] 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:

[0106] Step S602: Obtain the first operating parameters of the energy conversion element, the second operating parameters of the vehicle temperature control device, and the desired operating parameters.

[0107] In an optional embodiment, considering that the first operating parameter reflects the operating status of the energy conversion element, by acquiring the first operating parameter, the control unit can accurately understand the current operating status of the energy conversion element, such as whether the energy conversion element is in a high-efficiency cooling state or whether there is a risk of overheating. This helps the control unit formulate a more effective thermal management strategy to ensure that the energy conversion element can efficiently exchange heat with the vehicle temperature control device. Similarly, the second operating parameter reflects the operating status of the vehicle temperature control device. By acquiring the second operating parameter, the control unit can determine whether the current thermal management strategy can effectively dissipate heat from the vehicle temperature control device. Furthermore, considering that the desired operating parameter is a parameter determined according to user needs, reflecting the ideal operating state that the vehicle temperature control device should achieve, the control unit can also acquire the desired operating parameter. By comparing the second operating parameter with the desired parameter, the control unit can determine the degree of difference between the current operating state of the vehicle temperature control device and the ideal operating state, so that the control unit can formulate an efficient thermal management strategy and improve the performance of the vehicle temperature control device.

[0108] For example, the aforementioned vehicle-mounted temperature control device can be a vehicle-mounted refrigerator, and the aforementioned energy conversion element can be a thermoelectric cooler. When the control unit monitors the temperature set by the occupant, it can read the internal temperature of the refrigerator set by the occupant via the CAN bus and determine the internal temperature of the refrigerator set by the occupant as the ideal temperature, as the aforementioned desired operating parameter. At the same time, the control unit can also obtain the current hot-end temperature of the thermoelectric cooler and the cooling power through pre-deployed sensors, as the aforementioned first operating parameter. In addition, the control unit can also read the actual temperature of the refrigerator at the current moment via the CAN bus, as the aforementioned second operating parameter. Thus, by combining the first operating parameter, the second operating parameter, and the desired operating parameter, a more efficient thermal management strategy can be formulated to adjust the internal temperature of the refrigerator to quickly reach the ideal temperature.

[0109] Step S604: Based on the first operating parameters, determine the heat dissipation control mode of the thermal management system, wherein different heat dissipation control modes correspond to different heat dissipation requirements.

[0110] In one optional embodiment, considering that the vehicle may have different heat dissipation requirements in different driving environments, in order to efficiently and accurately match these heat dissipation requirements, the control unit needs to determine the heat dissipation control mode of the thermal management system based on the working state of the energy conversion element, so that the operating state of the thermal management system can better meet the above heat dissipation requirements. Based on this, the control unit can analyze the above first operating parameters to determine the current heat dissipation requirements of the thermal management system, and then determine the heat dissipation control mode of the thermal management system based on the heat dissipation requirements.

[0111] For example, when the first operating parameter reflects that the temperature of the energy conversion element is low and below the preset lower limit temperature, it indicates that the energy conversion element is sufficient to meet the heat dissipation requirements of the vehicle temperature control device. At this time, natural wind can be used for heat dissipation without consuming additional electrical energy to drive additional equipment for auxiliary heat dissipation. Therefore, the control unit can determine that the above heat dissipation control mode is a completely passive heat dissipation mode.

[0112] For example, when the first operating parameter reflects that the temperature of the energy conversion element is between the preset lower limit temperature and the preset upper limit temperature, it indicates that although the energy conversion element meets the heat dissipation requirements of the vehicle temperature control device, it is approaching the heat dissipation performance bottleneck of the energy conversion element. At this time, the control unit can determine the above heat dissipation control mode as the intelligent speed regulation heat dissipation mode, so as to intelligently call the operating speed of the gas transmission device according to the temperature change of the energy conversion element, thereby enhancing the heat dissipation effect.

[0113] For example, when the first operating parameter indicates that the temperature of the energy conversion element has exceeded the preset upper limit temperature, it means that the energy conversion element can no longer meet the heat dissipation requirements of the vehicle temperature control device. At this time, the control unit urgently needs to ensure that the energy conversion element will not overheat in order to prevent the performance of the energy conversion element from degrading or being damaged. Therefore, the control unit can set the above heat dissipation control mode to forced full-speed heat dissipation mode to adjust the operating speed of the gas transmission device to the highest level until the temperature of the energy conversion element drops below the preset upper limit temperature.

[0114] For example, when the first operating parameter indicates that the temperature of the energy conversion element is lower than the preset threshold and the ambient temperature is also lower than the preset threshold, it indicates that there is no need to change the heat dissipation state. Therefore, in order to reduce energy consumption, the control unit can set the above heat dissipation control mode to silent and state-hold mode. The thermal management system can maintain the previous operating state of the current heat dissipation device and not trigger any control actions.

[0115] Step S606: Based on the heat dissipation control mode, construct the equipment control parameters of the gas transmission device using the first operating parameters, the second operating parameters, and the desired operating parameters.

[0116] In one optional embodiment, considering that the on-board temperature control device has different operating requirements for the gas transmission device under different heat dissipation modes, the control unit needs to specifically analyze the first operating parameter, the second operating parameter and the expected operating parameter according to the current heat dissipation control mode in order to construct the device control parameters of the gas transmission device, so that under the control of the device control parameters, the operation of the gas transmission device can effectively assist the energy conversion element to efficiently dissipate heat from the on-board temperature control device.

[0117] For example, in intelligent speed-regulating heat dissipation mode, the control unit can calculate the target hot end temperature of the energy conversion element by using the difference between the current internal temperature of the vehicle refrigerator (i.e., the second operating parameter) and the internal temperature of the vehicle refrigerator set by the occupant (i.e., the desired operating parameter). Subsequently, the control unit can determine whether it is necessary to start the gas transmission device for auxiliary heat dissipation and the operating temperature of the gas transmission device based on the current hot end temperature of the energy conversion element (i.e., the first operating parameter) and the target hot end temperature, thereby constructing the aforementioned device control parameters.

[0118] Step S608: Control the operation of the gas transmission equipment based on the equipment control parameters.

[0119] In an optional embodiment, considering that the above-mentioned equipment control parameters are precisely constructed based on the heat dissipation control mode of the current thermal management system using the first operating parameters, the second operating parameters, and the desired operating parameters, controlling the operation of the gas transmission equipment based on the equipment control parameters can accurately control the operating state of the gas transmission equipment, so that the operation of the gas transmission equipment can not only meet the heat dissipation requirements of the vehicle temperature control equipment, but also avoid unnecessary energy waste.

[0120] In the above steps, the equipment control parameters of the gas transmission device are intelligently constructed according to the heat dissipation requirements of different heat dissipation control modes, so as to realize a heat dissipation strategy that matches the current heat dissipation control mode, which can not only ensure the efficient operation of energy conversion components and extend their service life, but also reduce the overall system energy consumption as much as possible.

[0121] Furthermore, the energy conversion element includes: a cooling chip; a first operating parameter including: the initial operating temperature of the cooling chip; a second operating parameter including: the internal temperature of the vehicle-mounted temperature control device; and a desired operating parameter including: the desired internal temperature of the vehicle-mounted temperature control device. Based on the heat dissipation control mode, the device control parameters of the gas transmission device are constructed using the first operating parameter, the second operating parameter, and the desired operating parameter. This includes: when the heat dissipation control mode is the first heat dissipation mode, constructing the target operating temperature of the cooling chip based on the internal temperature and the desired internal temperature, wherein the target operating temperature is used to characterize the operating parameters achieved by the gas transmission device under ideal conditions; obtaining a first difference value based on the difference between the initial operating temperature and the target operating temperature; and performing feedback control calculations on the initial control parameters of the gas transmission device based on the first difference to construct the device control parameters.

[0122] The aforementioned cooling element 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 achieving the function of cooling or heating. Specifically, one end of the cooling element absorbs heat when energized, while the other end releases heat.

[0123] The aforementioned initial operating temperature can be the operating temperature of the cooler at the beginning of the control cycle, reflecting the current temperature state of the cooler.

[0124] The aforementioned first heat dissipation mode can be a mode that dynamically adjusts the operating parameters of the gas transmission equipment by monitoring temperature changes within the thermal management system and combining them with a pre-set control algorithm.

[0125] The aforementioned target operating temperature can be the ideal operating temperature that the gas transmission device needs to maintain in order to achieve the desired internal temperature under the first heat dissipation mode. It is the basis for calculating and adjusting the control parameters of the gas transmission device.

[0126] In an optional embodiment, considering that the aforementioned first heat dissipation mode (i.e., intelligent speed-regulating heat dissipation mode) is a heat dissipation mode activated when the internal temperature of the vehicle temperature control device is close to but has not reached the desired temperature, the operating goal of the thermal management system is to utilize the passive heat dissipation capacity of natural wind as much as possible, thereby avoiding excessively high temperatures of the cooling element while reducing energy consumption and noise caused by active heat dissipation. Based on this, the control unit can calculate the target operating temperature that the cooling element should reach based on the difference between the internal temperature of the device and the desired internal temperature, that is, the operating parameters that the cooling element should achieve under ideal conditions, to ensure that the hot end temperature of the cooling element is low enough, thereby achieving a highly efficient cooling effect. Subsequently, the control unit can calculate the temperature difference between the initial operating temperature and the target operating temperature of the cooling element to clarify the gap between the current working state of the cooling element and the ideal working state. Then, based on this difference, feedback control calculations can be performed on the initial control parameters of the gas transmission device to construct device control parameters. Under the control of the device control parameters, the gas transmission device can effectively achieve auxiliary heat dissipation for the cooling element, thereby improving the heat dissipation effect of the thermal management system for the vehicle temperature control device.

[0127] In the above steps, by calculating the difference between the initial operating temperature and the target operating temperature of the cooling chip, the control unit can accurately assess the current heat dissipation demand and construct equipment control parameters that are highly matched with the current heat dissipation demand. This allows for more precise heat dissipation control of the gas transmission equipment, avoiding energy waste caused by inaccurate control in traditional control methods.

[0128] Furthermore, based on the internal temperature of the equipment and the desired internal temperature, the target operating temperature of the cooling chip is constructed, including: obtaining a second difference value based on the difference between the desired internal temperature and the internal temperature of the equipment; inputting the second difference value into the temperature construction model, and using the temperature construction model to evaluate the operating requirements of the cooling chip based on the second difference value to construct the target operating temperature.

[0129] The temperature model described above can be a mathematical model or algorithm used to evaluate and calculate the operating temperature required for the cooling element to reach and maintain the desired internal temperature, based on the difference between the internal temperature of the device and the desired internal temperature.

[0130] In one optional embodiment, considering that the difference between the desired internal temperature of the vehicle-mounted temperature control device and the device's internal temperature reflects the heat dissipation intensity required for the device to reach the desired internal temperature, the control unit can first obtain a second difference value based on the difference between the desired internal temperature and the device's internal temperature to quantify the specific amount of heat that needs to be dissipated from the vehicle-mounted temperature control device. Subsequently, in order to calculate the ideal operating temperature of the cooling element, i.e., the target operating temperature, based on the second difference value, the control unit can input the second difference value into a temperature construction model. This model can predict the operating requirements that the cooling element should meet in order for the vehicle-mounted temperature control device to reach and maintain the desired internal temperature, based on algorithms such as PID control and fuzzy logic control, combined with the trend of internal temperature changes in the vehicle-mounted temperature control device and the influence of external environmental conditions on cooling demand. Thus, the target operating temperature can be constructed based on these operating requirements.

[0131] For example, the control unit can continuously measure the actual temperature inside the refrigerator (i.e., the aforementioned vehicle-mounted temperature control device) using built-in sensors, and obtain the refrigerator temperature set by the occupants via the CAN bus, as the desired internal temperature. Subsequently, the control unit can calculate the difference between the set refrigerator temperature and the actual temperature, as the second difference, reflecting the gap between the current cooling efficiency and the expected target, and thus adjust subsequent control strategies. The control unit can then input the second difference into a preset temperature model, which predicts the reasonable operating temperature of the cooling element under different operating conditions based on historical data and theoretical calculations. The temperature model can then combine the second difference with parameters such as the current ambient temperature and vehicle speed to assess the operating requirements of the cooling element, and determine the target operating temperature based on these requirements, thereby ensuring that the cooling element can respond quickly to temperature changes while avoiding excessive energy consumption.

[0132] In the above steps, by inputting the second difference into the temperature construction model, the target operating temperature can be accurately constructed to achieve dynamic adjustment of the operating temperature of the cooling chip. This means that the vehicle temperature control device can accurately set the cold end temperature of the cooling chip according to actual needs to achieve the desired internal temperature. This refined temperature control can ensure the stability of the internal temperature of the vehicle temperature control device, reduce temperature fluctuations, and thus improve the user experience.

[0133] Furthermore, based on the first difference, feedback control calculations are performed on the initial control parameters of the gas transmission equipment to construct the equipment control parameters, including: obtaining the vehicle's driving speed and the ambient temperature of the vehicle's driving environment; constructing parameter compensation quantities corresponding to the initial control parameters based on the driving speed and ambient temperature; adjusting the initial control parameters based on the parameter compensation quantities to obtain the adjusted control parameters; and performing feedback control calculations on the adjusted control parameters based on the first difference to construct the equipment control parameters.

[0134] The aforementioned parameter compensation can be used to fine-tune the initial control parameters, ensuring that the gas transmission equipment can operate efficiently and stably under different operating conditions, while also meeting comfort requirements.

[0135] The aforementioned adjustment of control parameters can refer to the parameters after dynamic adjustment of the initial control parameters based on the parameter compensation amount.

[0136] In one optional embodiment, considering that the airflow speed and pressure distribution vary at different vehicle speeds, directly affecting the natural heat dissipation of the gas transmission device, and similarly, the ambient temperature significantly impacts the heat dissipation efficiency and requirements of the gas transmission device, the control unit can acquire the vehicle's speed and the ambient temperature. Based on these parameters, it can construct parameter compensation quantities corresponding to the initial control parameters to compensate for the influence of vehicle speed and environmental factors on the initial control parameters, thereby obtaining adjusted control parameters. Finally, the control unit can perform feedback control calculations on the adjusted control parameters based on the aforementioned first difference to obtain the device control parameters, thus accurately guiding the operating state of the gas transmission device and ensuring improved heat dissipation for the vehicle-mounted temperature control device while reducing energy consumption.

[0137] For example, the aforementioned gas transmission device could be a fan. When the hot-end temperature of the cooling element is greater than or equal to the upper limit of the safe temperature range but less than the maximum safe operating temperature, the control unit can control the fan to enter a stepless speed regulation mode based on a PID algorithm. At this time, the control unit can perform feedforward compensation on the control quantity based on the real-time vehicle speed and ambient temperature. Simultaneously, the control unit can dynamically adjust the target hot-end temperature of the cooling element based on the second difference to reduce the total energy consumption of the thermal management system. Subsequently, the control unit can determine the device control parameters based on the first difference. The specific calculation process can be shown in the following formula:

[0138] ;

[0139] in, Indicates proportional control gain, Indicates integral control gain, This represents the differential control gain. Indicates the first difference. The integral of the systematic error is represented by the output value. After being limited, it can be used as the final PWM duty cycle command to drive the fan.

[0140] In the above steps, by acquiring the vehicle's driving speed and the ambient temperature of the driving environment, the control unit can analyze the vehicle's working environment in real time. The driving speed affects the heat dissipation effect of natural wind, while the ambient temperature is directly related to the heat load of the radiator. Based on this information, the control unit can dynamically adjust the operating status of the gas transmission equipment, thereby better adapting to various driving environments and improving heat dissipation efficiency and the response speed of the thermal management system.

[0141] Furthermore, the method further includes: when the heat dissipation control mode is the second heat dissipation mode, controlling the gas transmission device to shut down; when the heat dissipation control mode is the third heat dissipation mode, determining the device control parameters to be preset control parameters, wherein the heat dissipation capacity of the gas transmission device under the preset control parameters is greater than the heat dissipation capacity of the gas transmission device under other control parameters; when the heat dissipation control mode is the fourth heat dissipation mode, determining the device control parameters to be the initial control parameters of the gas transmission device, wherein the heat dissipation requirement of the second heat dissipation mode is less than the heat dissipation requirement of the fourth heat dissipation mode, the heat dissipation requirement of the fourth heat dissipation mode is less than the heat dissipation requirement of the first heat dissipation mode, and the heat dissipation requirement of the first heat dissipation mode is less than the heat dissipation requirement of the third heat dissipation mode.

[0142] The aforementioned second heat dissipation mode can refer to a mode in which heat dissipation is achieved solely through natural physical phenomena or environmental conditions without the need for any electrically driven auxiliary heat dissipation equipment.

[0143] The third heat dissipation mode mentioned above can be a mode in which the gas transmission device operates at maximum power to ensure that heat can be quickly dissipated and the temperature is rapidly reduced to a safe range.

[0144] The aforementioned fourth heat dissipation mode can refer to a mode in which the gas transmission equipment will not start or change its operating state. This can prevent the gas transmission equipment from frequently starting and stopping when the temperature is close to the preset control point, thus avoiding increased energy consumption and equipment wear. It also helps to reduce environmental noise and improve the stability and efficiency of the thermal management system.

[0145] In an optional embodiment, considering that in the second heat dissipation mode (i.e., the completely passive heat dissipation mode), the thermal management system relies entirely on the natural phase change heat transfer characteristics of the device cooling circuit and the natural wind during vehicle operation for heat dissipation, when the temperature of the hot end of the cooling chip is lower than the set lower limit of the silent zone, it indicates that the current passive heat dissipation effect is sufficient to meet the cooling requirements of the hot end of the cooling chip. At this time, there is no need to start the gas transmission device. Therefore, the control unit can control the gas transmission device to shut down to avoid unnecessary energy consumption and maintain silence.

[0146] Furthermore, considering that when the temperature of the hot end of the cooling chip exceeds the maximum safe operating temperature allowed by the thermal management system, the thermal management system will enter the third heat dissipation mode (i.e., forced full-speed heat dissipation mode). In this mode, the control unit can determine the control parameters of the gas transmission device to the preset maximum control parameters, that is, the PWM duty cycle command reaches 100%, ensuring that the gas transmission device operates at the maximum speed, providing strong heat dissipation capacity, thereby rapidly reducing the temperature of the hot end of the cooling chip, preventing the cooling chip from overheating, protecting the equipment safety, and ensuring cooling efficiency.

[0147] Furthermore, considering that the fourth heat dissipation mode (i.e., the silent mode) is to avoid frequent start-stop or speed adjustment of the gas transmission device when the hot end temperature of the cooler is close to the target temperature range, thereby improving the stability of the thermal management system and reducing the operating noise of the thermal management system, the control unit can not change the operating state of the gas transmission device when the hot end temperature of the cooler is within the silent zone, so as to ensure the smoothness and continuity of the thermal management system operation near the target temperature, while avoiding unnecessary energy consumption and noise generation.

[0148] In the above steps, by intelligently judging and switching different heat dissipation control modes, not only are the problems of heat dissipation efficiency and noise control of vehicle temperature control equipment under various driving conditions solved, but energy consumption under different heat dissipation needs is also reduced. This is of great value for improving the cooling performance of vehicle temperature control equipment, extending the life of components, and improving the comfort of the passenger cabin.

[0149] Furthermore, the method also includes: determining that the thermal management system is in a second heat dissipation mode when the initial operating temperature is lower than the lower limit temperature of the silent zone; determining that the thermal management system is in a first heat dissipation mode when the initial operating temperature is higher than the upper limit temperature of the silent zone and the initial operating temperature is less than or equal to the maximum safe temperature of the cooler; determining that the thermal management system is in a third heat dissipation mode when the initial operating temperature is higher than or equal to the lower limit temperature of the silent zone and the initial operating temperature is less than or equal to the upper limit temperature of the silent zone, wherein the lower limit temperature of the silent zone is lower than the upper limit temperature of the silent zone and the upper limit temperature of the silent zone is lower than the maximum safe temperature.

[0150] The aforementioned lower limit temperature of the silent zone can be the lowest temperature value that does not require active heat dissipation intervention. Specifically, when the actual temperature of the hot end of the cooler is lower than this temperature, the control unit can assume that the current heat dissipation conditions are sufficient to passively maintain the temperature of the cooler within a safe and efficient range. Therefore, the gas transmission device can remain off to avoid unnecessary energy consumption and noise.

[0151] The aforementioned upper limit temperature of the quiescent zone can be the highest temperature value that does not require active heat dissipation intervention. Specifically, when the actual temperature of the hot end of the cooling chip is between the lower limit temperature and the upper limit temperature of the quiescent zone, the control unit can maintain the operating state of the gas transmission equipment at the previous moment unchanged, that is, neither start nor increase the speed, thereby preventing the gas transmission equipment from frequently starting and stopping when approaching these two temperature thresholds, and improving the stability and efficiency of the thermal management system.

[0152] The aforementioned maximum safe temperature refers to the highest temperature limit that the hot end of the thermocouple should not exceed under normal operating conditions. Once the hot end temperature reaches or exceeds this threshold, the thermocouple may face the risk of decreased efficiency, increased power consumption, or even damage.

[0153] In an optional embodiment, considering that when the initial operating temperature is lower than the lower limit of the quiescent zone temperature, it means that the current heat load of the thermal management system is low, and the natural phase change cycle of the loop heat pipe and the natural wind during driving are sufficient to meet the heat dissipation requirements, the control unit can not start the gas transmission equipment and rely entirely on the passive heat dissipation mechanism. Based on this, the control unit can determine that the thermal management system is in the second heat dissipation mode when the initial operating temperature is lower than the lower limit of the quiescent zone temperature, thereby reducing unnecessary energy consumption and noise under low heat load, and also avoiding frequent start-stop of the gas transmission equipment, thus extending the service life of the gas transmission equipment.

[0154] Furthermore, considering that when the initial operating temperature is greater than the upper limit of the quiescent zone temperature but less than or equal to the maximum safe temperature of the thermoelectric cooler, it means that the thermal management system is in a medium heat load state. At this time, it is necessary to use the intelligent speed-controlled gas transfer device to enhance the heat dissipation effect. However, before the temperature reaches a dangerous level, the operating speed of the gas transfer device can be adjusted to achieve a balance between efficient heat dissipation and reduced energy consumption. Based on this, when the initial operating temperature is greater than the upper limit of the quiescent zone temperature and less than or equal to the maximum safe temperature of the thermoelectric cooler, the control unit can determine that the thermal management system is in the first heat dissipation mode. This ensures that the gas transfer device is only turned on when necessary, and the speed is adjustable, which can ensure that the thermoelectric cooler does not overheat while minimizing energy consumption and fan noise.

[0155] Furthermore, considering that once the initial operating temperature exceeds the maximum safe temperature of the cooling chip, it indicates that the thermal management system is facing extreme heat load. If no action is taken immediately, it may lead to damage to the cooling chip or a sharp decline in the performance of the thermal management system. At this time, the control unit can determine that the thermal management system is in the third heat dissipation mode and directly adjust the operating status of the gas transmission equipment to 100% full power operation, thereby quickly reducing the temperature of the cooling chip and avoiding potential damage.

[0156] Furthermore, considering that the lower limit temperature of the quiet zone is lower than the upper limit temperature of the quiet zone, and the upper limit temperature of the quiet zone is lower than the maximum safe temperature, when the initial operating temperature is between the lower limit temperature and the upper limit temperature of the quiet zone, it means that the current thermal management status is relatively stable. There is no need to start the fan to enhance heat dissipation, nor is it necessary to completely shut down the fan. Based on this, the control unit can determine that the thermal management system is in the fourth heat dissipation mode when the initial operating temperature is greater than or equal to the lower limit temperature of the quiet zone and less than or equal to the upper limit temperature of the quiet zone. This can reduce unnecessary control actions, ensure the stable operation of the thermal management system, and avoid unnecessary interference to the occupants.

[0157] In the above steps, through the fine setting of the four heat dissipation modes, the control unit can automatically select a more suitable heat dissipation strategy according to the actual heat load and environmental conditions, which not only ensures the efficient operation of the cooling chip, but also takes into account the quietness, energy saving and safety of the thermal management system during operation, significantly improving the overall performance and user experience of the vehicle temperature control equipment.

[0158] 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 7 As shown, the control unit can acquire parameters and parse the hot-end temperature of the thermoelectric cooler from these parameters. Then, the control unit can determine whether the hot-end temperature of the thermoelectric cooler is greater than or equal to the maximum safe operating temperature. If the hot-end temperature of the thermoelectric cooler is greater than or equal to the maximum safe operating temperature, the control unit controls the thermal management system to enter a forced full-speed cooling mode. If the hot-end temperature of the thermoelectric cooler is less than the maximum safe operating temperature, the control unit can further determine whether the hot-end temperature of the thermoelectric cooler is within a quiet zone. If the hot-end temperature of the thermoelectric cooler is within a quiet zone, the state is maintained, meaning the operating state of the thermal management system is not adjusted. If the hot-end temperature of the thermoelectric cooler is not within a quiet zone, the control unit can further determine whether the hot-end temperature of the thermoelectric cooler is greater than or equal to the upper limit of the quiet zone temperature. If the hot-end temperature of the thermoelectric cooler is greater than or equal to the upper limit of the quiet zone temperature, the control unit controls the thermal management system to enter an intelligent speed-adjusting cooling mode. If the hot-end temperature of the thermoelectric cooler is less than the upper limit of the quiet zone temperature, the control unit can further determine whether the hot-end temperature of the thermoelectric cooler is less than the lower limit of the quiet zone temperature. If the hot-end temperature of the thermoelectric cooler is less than the lower limit of the quiet zone temperature, the control unit controls the thermal management system to enter a completely passive cooling mode. Finally, the control unit can continuously monitor and provide feedback on the operating status of the thermal management system under different modes, so as to achieve dynamic adjustment of the operating mode of the thermal management system.

[0159] This application also provides a thermal management device 80 for an in-vehicle temperature control system. Please refer to [link / reference]. Figure 8 It includes: a parameter acquisition module 802, used to acquire the first operating parameters of the energy conversion element, the second operating parameters of the vehicle temperature control device, and the desired operating parameters; a mode determination module 804, used to determine the heat dissipation control mode of the vehicle's thermal management system based on the first operating parameters, wherein different heat dissipation control modes correspond to different heat dissipation requirements; a parameter construction module 806, used to construct the equipment control parameters of the gas transmission device based on the heat dissipation control mode, using the first operating parameters, the second operating parameters, and the desired operating parameters; and an equipment control module 808, used to control the operation of the gas transmission device based on the equipment control parameters.

[0160] Furthermore, the energy conversion element includes a cooling chip, a first operating parameter including the initial operating temperature of the cooling chip, a second operating parameter including the internal temperature of the vehicle-mounted temperature control device, and a desired operating parameter including the desired internal temperature of the vehicle-mounted temperature control device. The parameter construction module 806 is also used to: construct a target operating temperature of the gas transmission device based on the internal temperature and the desired internal temperature when the heat dissipation control mode is the first heat dissipation mode, wherein the target operating temperature is used to characterize the operating parameters reached by the gas transmission device under ideal conditions; obtain a first difference value based on the difference between the initial operating temperature and the target operating temperature; and perform feedback control calculations on the initial control parameters of the gas transmission device based on the first difference to construct the device control parameters.

[0161] Furthermore, the parameter construction module 806 is also used to: obtain a second difference value based on the difference between the desired internal temperature and the internal temperature of the device; input the second difference value into the temperature construction model, and use the temperature construction model to evaluate the operating requirements of the cooling chip based on the second difference value to construct the target operating temperature.

[0162] Furthermore, the parameter construction module 806 is also used to: obtain the vehicle's driving speed and the ambient temperature of the vehicle's driving environment; construct the parameter compensation amount corresponding to the initial control parameters based on the driving speed and ambient temperature; adjust the initial control parameters based on the parameter compensation amount to obtain the adjusted control parameters; and perform feedback control calculation on the adjusted control parameters based on the first difference to construct the equipment control parameters.

[0163] Furthermore, the device also includes: a device shutdown module, used to control the gas transmission device to shut down when the heat dissipation control mode is the second heat dissipation mode; a first parameter determination module, used to determine the device control parameters as preset control parameters when the heat dissipation control mode is the third heat dissipation mode, wherein the heat dissipation capacity of the gas transmission device under the preset control parameters is greater than the heat dissipation capacity of the gas transmission device under other control parameters; and a second parameter determination module, used to determine the device control parameters as the initial control parameters of the gas transmission device when the heat dissipation control mode is the fourth heat dissipation mode, wherein the heat dissipation requirement of the second heat dissipation mode is less than the heat dissipation requirement of the fourth heat dissipation mode, the heat dissipation requirement of the fourth heat dissipation mode is less than the heat dissipation requirement of the first heat dissipation mode, and the heat dissipation requirement of the first heat dissipation mode is less than the heat dissipation requirement of the third heat dissipation mode.

[0164] Furthermore, the device also includes: a second mode determination module, used to determine that the thermal management system is in a second heat dissipation mode when the initial operating temperature is less than the lower limit temperature of the quiet zone; a third mode determination module, used to determine that the thermal management system is in a first heat dissipation mode when the initial operating temperature is greater than the upper limit temperature of the quiet zone and the initial operating temperature is less than or equal to the maximum safe temperature of the cooling chip; a fourth mode determination module, used to determine that the thermal management system is in a third heat dissipation mode when the initial operating temperature is greater than the maximum safe temperature; and a fifth mode determination module, used to determine that the thermal management system is in a fourth heat dissipation mode when the initial operating temperature is greater than or equal to the lower limit temperature of the quiet zone and the initial operating temperature is less than or equal to the upper limit temperature of the quiet zone, wherein the lower limit temperature of the quiet zone is less than the upper limit temperature of the quiet zone, and the upper limit temperature of the quiet zone is less than the maximum safe temperature.

[0165] This application also provides an electronic device 90, please refer to... Figure 9 It 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.

[0166] 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.

[0167] In this application, "multiple" refers to two or more.

[0168] 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 physical 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.

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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 device for heat exchange with the energy conversion element, so as to regulate the temperature of the vehicle temperature control device through the energy conversion element. A gas transmission device, fixed on the cooling circuit of the equipment, is used to transmit a gaseous medium to the outer surface of the cooling circuit of the equipment in order to cool the cooling medium transmitted in the cooling circuit of the equipment. A control unit, connected to the vehicle-mounted temperature control device, is used to determine the heat dissipation control mode of the thermal management system based on the first operating parameters of the energy conversion element, and based on the heat dissipation control mode, construct the device control parameters of the gas transmission device using the first operating parameters, the second operating parameters of the vehicle-mounted temperature control device, and the desired operating parameters, and control the operation of the gas transmission device based on the device control parameters. The first operating parameters include the initial operating temperature of the energy conversion element, the second operating parameters include the internal temperature of the vehicle-mounted temperature control device, and the desired operating parameters include the desired internal temperature of the vehicle-mounted temperature control device. Different heat dissipation control modes correspond to different heat dissipation requirements.

2. The thermal management system according to claim 1, characterized in that, The first part of the device cooling circuit is deployed inside the vehicle, and the second part of the device cooling circuit is deployed outside the vehicle, so that the device cooling circuit runs through the vehicle body. The gas transmission device is fixed to the second part of the device's cooling circuit.

3. The thermal management system according to claim 2, characterized in that, The first part of 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 second part of the equipment cooling circuit includes: A radiator, on which the gas transmission device is fixed, the medium outlet of the radiator is connected to the liquid storage chamber return port of the evaporator through a condensation pipe, and the steam inlet of the radiator is connected to the steam outlet of the evaporator through a steam pipe. The radiator is used to cool the received cooling medium using the gas transmission device.

4. The thermal management system according to claim 3, characterized in that, The heat sink includes: Multiple fins are arranged at preset intervals along the height direction of the vehicle, and at least one of the multiple fins extends along the horizontal direction of the vehicle.

5. The thermal management system according to claim 3, characterized in that, The target position of the gas transmission device is fixed on the radiator and is determined by the gas transmission direction of the gas transmission device.

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

7. The thermal management system according to any one of claims 3-6, characterized in that, The evaporator is flat, and its outer surface is bonded to the hot end of the energy conversion element with thermally conductive silicone grease. The cold end of the energy conversion element is in contact with the surface of the vehicle temperature control device.

8. A thermal management method for an on-board temperature control device, characterized in that, The thermal management system described in any one of claims 1-7 comprises: Acquire the first operating parameters of the energy conversion element, the second operating parameters of the vehicle-mounted temperature control device, and the desired operating parameters; Based on the first operating parameters, the heat dissipation control mode of the thermal management system is determined, wherein different heat dissipation control modes correspond to different heat dissipation requirements. Based on the heat dissipation control mode, the equipment control parameters of the gas transmission device are constructed using the first operating parameters, the second operating parameters, and the desired operating parameters. The gas transmission equipment is operated based on the equipment control parameters.

9. The method according to claim 8, characterized in that, The energy conversion element includes a cooling chip; the first operating parameter includes the initial operating temperature of the cooling chip; the second operating parameter includes the internal temperature of the vehicle-mounted temperature control device; and the desired operating parameter includes the desired internal temperature of the vehicle-mounted temperature control device. Based on the heat dissipation control mode, the device control parameters of the gas transmission device are constructed using the second operating parameter and the desired operating parameter, including: When the heat dissipation control mode is the first heat dissipation mode, the target operating temperature of the cooling chip is constructed based on the internal temperature of the device and the desired internal temperature, wherein the target operating temperature is used to characterize the operating parameters reached by the cooling chip under ideal conditions. A first difference value is obtained based on the difference between the initial operating temperature and the target operating temperature; Based on the first difference, feedback control calculations are performed on the initial control parameters of the gas transmission device to construct the device control parameters.

10. The method according to claim 9, characterized in that, Based on the internal temperature of the device and the desired internal temperature, the target operating temperature of the cooling chip is constructed, including: A second difference value is obtained based on the difference between the desired internal temperature and the internal temperature of the device; The second difference is input into the temperature construction model, and the temperature construction model is used to evaluate the operating requirements of the refrigeration chip based on the second difference to construct the target operating temperature.

11. The method according to claim 9, characterized in that, Based on the first difference, feedback control calculations are performed on the initial control parameters of the gas transmission device to construct the device control parameters, including: The vehicle's speed and the ambient temperature of the vehicle's driving environment are obtained. Based on the driving speed and the ambient temperature, construct the parameter compensation amount corresponding to the initial control parameters; The initial control parameters are adjusted based on the parameter compensation amount to obtain the adjusted control parameters; Based on the first difference, feedback control calculations are performed on the adjustment control parameters to construct the equipment control parameters.

12. The method according to claim 9, characterized in that, The method further includes: When the heat dissipation control mode is the second heat dissipation mode, the gas transmission device is shut down. When the heat dissipation control mode is the third heat dissipation mode, the device control parameters are determined to be preset control parameters, wherein the heat dissipation capacity of the gas transmission device under the preset control parameters is greater than the heat dissipation capacity of the gas transmission device under other control parameters. When the heat dissipation control mode is the fourth heat dissipation mode, the device control parameters are determined as the initial control parameters of the gas transmission device, wherein the heat dissipation requirement of the second heat dissipation mode is less than the heat dissipation requirement of the fourth heat dissipation mode, the heat dissipation requirement of the fourth heat dissipation mode is less than the heat dissipation requirement of the first heat dissipation mode, and the heat dissipation requirement of the first heat dissipation mode is less than the heat dissipation requirement of the third heat dissipation mode.

13. The method according to claim 8, characterized in that, The method further includes: If the initial operating temperature is lower than the lower limit temperature of the silent zone, the thermal management system is determined to be in the second heat dissipation mode. If the initial operating temperature is greater than the upper limit temperature of the silent zone and the initial operating temperature is less than or equal to the maximum safe temperature of the cooling chip, the thermal management system is determined to be in the first heat dissipation mode. If the initial operating temperature is greater than the maximum safe temperature, the thermal management system is determined to be in the third heat dissipation mode. If the initial operating temperature is greater than or equal to the lower limit temperature of the silent zone and the initial operating temperature is less than or equal to the upper limit temperature of the silent zone, the thermal management system is determined to be in the fourth heat dissipation mode, wherein the lower limit temperature of the silent zone is less than the upper limit temperature of the silent zone and the upper limit temperature of the silent zone is less than the maximum safe temperature.

14. A thermal management device for an on-board temperature control system, characterized in that, The thermal management system described in any one of claims 1-7 comprises: The parameter acquisition module is used to acquire the first operating parameters of the energy conversion element, the second operating parameters of the vehicle-mounted temperature control device, and the desired operating parameters. The mode determination module is used to determine the heat dissipation control mode of the vehicle's thermal management system based on the first operating parameters, wherein different heat dissipation control modes correspond to different heat dissipation requirements. The parameter construction module is used to construct the device control parameters of the gas transmission device on the vehicle based on the heat dissipation control mode, using the first operating parameters, the second operating parameters, and the desired operating parameters; The equipment control module is used to control the operation of the gas transmission equipment based on the equipment control parameters.

15. A vehicle, characterized in that, The thermal management system includes any one of claims 1-7.

16. 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 8-13.

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