Automotive interior skin structure, control method and vehicle

Abstract

The application provides a car interior skin structure, a control method and a vehicle, and relates to the technical field of car interiors, and specifically discloses a car interior skin structure, a control method and a vehicle, which comprise: a photovoltaic power generation component, the photovoltaic power generation component is located above an interior base material layer, and one side of the photovoltaic power generation component is connected with one side of the interior base material layer; a semiconductor heating film layer, the semiconductor heating film layer is located above the photovoltaic power generation component, one side of the semiconductor heating film layer is connected with the other side of the photovoltaic power generation component, the semiconductor heating film layer has a PI heat insulation base layer, and the PI heat insulation base layer is arranged adjacent to the photovoltaic power generation component; a decorative skin layer, the decorative skin layer is located above the semiconductor heating film layer, and one side of the decorative skin layer is connected with the other side of the semiconductor heating film layer; wherein the semiconductor heating film layer and the decorative skin layer are both light-transmitting materials, the photovoltaic power generation component is electrically connected with the semiconductor heating film layer, and the photovoltaic power generation component is used for generating electric energy required by the semiconductor heating film layer.

Description

Technical Field

[0001] This invention relates to the field of automotive interior technology, and more specifically, to an automotive interior skin structure, control method, and vehicle. Background Technology

[0002] New energy vehicles experience significant range reduction in low-temperature environments. Low temperatures increase the internal resistance of the power battery, reduce its effective capacity, and since there is no engine heat, cabin heating requires a large amount of onboard electrical energy, further exacerbating range loss. Existing interior heating solutions using resistance wires and carbon fiber suffer from poor heating uniformity, electromagnetic radiation, and are prone to failure, and are entirely dependent on the vehicle's battery for power. Current onboard photovoltaic systems are mostly externally mounted, which suffers from low power generation efficiency, disrupts the vehicle's styling and reduces wind resistance, and presents a conflict between light transmission and power generation performance. Furthermore, they only provide a single power replenishment function and cannot be integrated with the interior heating structure, resulting in fragmented functions that fail to form a self-sufficient energy loop and cannot simultaneously meet the vehicle's winter range and passenger heating needs.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide an automotive interior skin structure, control method, and vehicle to solve the technical problems of reduced range in low-temperature winter conditions and excessive consumption of vehicle battery power by interior heating in existing new energy vehicles.

[0005] An automotive interior skin structure includes: a photovoltaic power generation module located above an interior substrate layer, with one side of the photovoltaic power generation module connected to one side of the interior substrate layer; a semiconductor heating film layer located above the photovoltaic power generation module, with one side of the semiconductor heating film layer connected to the other side of the photovoltaic power generation module, the semiconductor heating film layer having a PI heat insulation base layer disposed adjacent to the photovoltaic power generation module; and a decorative skin layer located above the semiconductor heating film layer, with one side of the decorative skin layer connected to the other side of the semiconductor heating film layer; wherein both the semiconductor heating film layer and the decorative skin layer are light-transmitting materials, the photovoltaic power generation module is electrically connected to the semiconductor heating film layer, and the photovoltaic power generation module is used to generate the electrical energy required by the semiconductor heating film layer.

[0006] Furthermore, the photovoltaic power generation module includes: a photovoltaic power generation layer, which is disposed adjacent to the semiconductor heating film layer, with one side of the photovoltaic power generation layer connected to one side of the semiconductor heating film layer; a high thermal conductivity layer, which is located below the photovoltaic power generation layer, and is disposed alternately with the semiconductor heating film layer, with one side of the high thermal conductivity layer connected to the other side of the photovoltaic power generation layer; and a function switching layer, which is located below the high thermal conductivity layer, with one side of the function switching layer connected to the other side of the high thermal conductivity layer, and the other side of the function switching layer connected to one side of the interior substrate layer; wherein the function switching layer is electrically connected to both the photovoltaic power generation layer and the semiconductor heating film layer, the photovoltaic power generation layer is used to generate the electrical energy required by the semiconductor heating film layer, and the function switching layer is used to control the operating modes of the photovoltaic power generation layer and the semiconductor heating film layer respectively.

[0007] Furthermore, the thickness of the decorative skin layer is A, and the thickness of the semiconductor heating film layer is B, wherein 0.3mm≤A≤3mm and 0.1mm≤B≤0.3mm.

[0008] Furthermore, the thickness of the photovoltaic power generation layer is C, and the thickness of the high thermal conductivity layer is D, wherein 0.1mm≤C≤1.5mm and 0.1mm≤D≤0.5mm.

[0009] Furthermore, the thickness of the function switching layer is E, where 0.1mm≤E≤0.3mm.

[0010] Furthermore, the function switching layer has an energy storage module for storing electrical energy, and the energy storage module is electrically connected to the semiconductor heating film layer.

[0011] According to another aspect of this invention, a self-powered thermal management system is provided, including an automotive interior skin structure, wherein the automotive interior skin structure is the aforementioned automotive interior skin structure.

[0012] Furthermore, the self-powered thermal management system also includes: a human body sensing module, which is used to acquire data on people inside the vehicle; and a communication module, which is used to communicate with the vehicle control system or a mobile terminal.

[0013] According to another aspect of the present invention, a vehicle is provided, including a self-powered thermal management system, wherein the self-powered thermal management system is the aforementioned self-powered thermal management system.

[0014] According to another aspect of the present invention, a control method for a self-powered thermal management system is provided. The control method is used to control the aforementioned self-powered thermal management system. The control method includes: in response to a working control signal from a vehicle integrated working control module, acquiring vehicle interior environment data, wherein the vehicle interior environment data includes: light intensity data and detected ambient temperature; determining an adjustment mode based on the vehicle interior environment data, wherein the adjustment mode includes: power generation mode, heating mode, and sleep mode; and generating a control command in response to the adjustment mode, the control command being used to control the photovoltaic power generation layer and the semiconductor heating film layer to be in a target working state adapted to the vehicle interior environment data.

[0015] By applying the technical solution of this invention, photovoltaic power generation components and semiconductor heating film layers are integrated and deployed inside the interior trim. The light-transmitting semiconductor heating film layer and decorative skin layer ensure light penetration, allowing the photovoltaic power generation components to generate electricity independently and directly power the semiconductor heating film layer. This completely eliminates the dependence of interior heating on the vehicle's power battery, effectively reduces the vehicle's winter heating energy consumption, and significantly improves the problem of winter range reduction in new energy vehicles. While improving the comfort of winter heating for driving and riding, it fundamentally addresses the issues of winter range performance of new energy vehicles and the safety and stability of interior use, solving the technical problems of low-temperature range reduction and excessive consumption of vehicle power by interior heating in existing traditional new energy vehicles. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 A schematic diagram of the first embodiment of the automotive interior skin structure described herein;

[0018] Figure 2 A schematic diagram of the second embodiment of the automotive interior skin structure described herein;

[0019] Figure 3 This is a schematic diagram of the overall vehicle distribution of the automotive interior skin structure described herein;

[0020] Figure 4 A schematic diagram of the second embodiment of the self-powered thermal management system described herein;

[0021] Figure 5 The flowchart of the control method of the self-powered thermal management system described herein.

[0022] The above figures include the following reference numerals:

[0023] 11. Decorative outer skin layer; 12. Semiconductor heating film layer; 13. Photovoltaic power generation layer; 14. High thermal conductivity layer; 15. Function switching layer; 16. Interior substrate layer; 17. Energy storage module. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0028] New energy vehicles (especially pure electric vehicles) face severe range reduction issues in low-temperature environments. When the ambient temperature drops below 0°C, the viscosity of the electrolyte inside the power battery increases and the lithium-ion migration rate decreases, leading to a significant increase in battery internal resistance and a substantial reduction in effective discharge capacity. Studies show that in an environment of -10°C, the range reduction of some models can reach 30% to 40%, while in an environment of -20°C, the reduction can even exceed 50%. Meanwhile, unlike traditional gasoline vehicles, pure electric vehicles do not have engine waste heat to utilize; the heat required for cabin heating relies entirely on the power battery. Currently, the mainstream methods use PTC (positive temperature coefficient) electric heaters or heat pump air conditioning systems for cabin heating. The PTC solution typically has a coefficient of performance (COP) of less than 1 at low temperatures, while heat pump systems, although more energy efficient, experience a sharp drop in heating capacity in extremely cold conditions and require additional auxiliary heating. Both of these heating methods consume a large amount of onboard electrical energy, further exacerbating the range reduction problem in winter and seriously affecting the user's travel experience and the vehicle's practical value.

[0029] Regarding existing interior heating technologies, some models use resistance wire or carbon fiber heating elements arranged on seats, steering wheels, or interior surfaces. However, this approach has significant drawbacks: First, resistance wire heating has poor uniformity, easily causing localized overheating or uneven heating, affecting comfort; second, resistance wire heating generates low-frequency electromagnetic radiation, posing potential health risks with long-term use; third, carbon fiber or resistance wire heating elements are prone to open circuits or partial failures after repeated bending and aging, resulting in insufficient reliability; more importantly, these heating solutions rely entirely on the vehicle's battery for power, failing to achieve self-powering or energy self-sufficiency, essentially still "consuming electrical energy to obtain heat," and failing to fundamentally resolve the contradiction between low-temperature range and heating needs.

[0030] In terms of automotive photovoltaic technology, most products on the market are currently externally mounted, such as rooftop solar panels and hood solar panels. Existing external photovoltaic solutions have several technical drawbacks: First, the photovoltaic modules are exposed to the outside of the vehicle, subject to long-term erosion from wind, sand, rain, snow, and hail, making their surfaces prone to dirt and scratches, leading to a significant decrease in actual power generation efficiency. Second, external solar panels alter the vehicle's exterior design, increasing the drag coefficient and thus affecting energy consumption at high speeds. Third, traditional solar sunroofs require a trade-off between light transmission and power generation performance—higher light transmittance results in lower power generation efficiency, making it difficult to achieve both simultaneously. Fourth, existing automotive photovoltaic systems are only used for a single supplementary power function, directly charging the low-voltage battery or mains battery after generating electricity, and cannot be deeply integrated with the interior heating structure. Their functions are disconnected, failing to form a self-sufficient energy loop of "power generation-storage-consumption." Therefore, even if a vehicle is equipped with external solar panels, it cannot effectively mitigate the range loss caused by cabin heating in low-temperature winter environments.

[0031] In summary, existing technologies cannot simultaneously address the core contradiction of "cabin heating needs in low-temperature environments" and "maintaining vehicle range." Designing an integrated structure that can efficiently and evenly provide heat to the interior using solar energy in winter, without affecting vehicle styling, wind resistance, or light transmission, has become a pressing technical challenge in this field. This application proposes a novel automotive interior skin structure and its self-powered thermal management system to address these issues.

[0032] like Figure 1 and Figure 2 As shown in the embodiment of this application, an automotive interior skin structure includes: a photovoltaic power generation module located above an interior substrate layer 16, with one side of the photovoltaic power generation module connected to one side of the interior substrate layer 16; a semiconductor heating film layer 12 located above the photovoltaic power generation module, with one side of the semiconductor heating film layer 12 connected to the other side of the photovoltaic power generation module, the semiconductor heating film layer 12 having a PI heat insulation base layer disposed adjacent to the photovoltaic power generation module; and a decorative skin layer 11 located above the semiconductor heating film layer 12, with one side of the decorative skin layer 11 connected to the other side of the semiconductor heating film layer 12; wherein, both the semiconductor heating film layer 12 and the decorative skin layer 11 are made of light-transmitting materials, the photovoltaic power generation module is electrically connected to the semiconductor heating film layer 12, and the photovoltaic power generation module is used to generate the electrical energy required by the semiconductor heating film layer 12.

[0033] By applying this technical solution, the automotive interior skin structure places the semiconductor heating film layer 12 above the photovoltaic power generation module, and the decorative skin layer 11 is made of a light-transmitting material. This allows the far-infrared rays radiated by the semiconductor heating film layer 12 after being energized to directly penetrate the decorative skin layer 11 and act on the human body. This results in high thermal efficiency and rapid heating, providing comfort far superior to traditional conductive heating methods. The PI heat-insulating base layer integrated into the semiconductor heating film layer 12 effectively prevents heat from being conducted downwards to the photovoltaic power generation module, avoiding a decrease in power generation efficiency due to temperature rise. Simultaneously, it ensures that the photovoltaic power generation module continuously converts light energy into electrical energy under sunlight, providing the necessary power to the semiconductor heating film layer 12 through electrical connection, forming a self-powered energy closed loop. This significantly reduces dependence on the vehicle's main battery and alleviates range anxiety in winter. Both the decorative skin layer 11 and the semiconductor heating film layer 12 are made of light-transmitting materials, ensuring sufficient light penetration to the photovoltaic power generation module below, balancing aesthetics and functionality. The overall structure is integrated on the interior base material layer 16 without changing the original interior layout. It provides uniform far-infrared radiation heating, is free of electromagnetic radiation, and is healthy and safe, while achieving a balance between energy conservation, environmental protection, and driving comfort.

[0034] Furthermore, the photovoltaic power generation module includes: a photovoltaic power generation layer 13, which is disposed adjacent to the semiconductor heating film layer 12, with one side of the photovoltaic power generation layer 13 connected to one side of the semiconductor heating film layer 12; a high thermal conductivity layer 14, which is located below the photovoltaic power generation layer 13, and is disposed spaced apart from the semiconductor heating film layer 12, with one side of the high thermal conductivity layer 14 connected to the other side of the photovoltaic power generation layer 13; and a function switching layer 15, which is located below the high thermal conductivity layer 14, with one side of the function switching layer 15 connected to the other side of the high thermal conductivity layer 14, and the other side of the function switching layer 15 connected to one side of the interior substrate layer 16; wherein the function switching layer 15 is electrically connected to both the photovoltaic power generation layer 13 and the semiconductor heating film layer 12, the photovoltaic power generation layer 13 is used to generate the electrical energy required by the semiconductor heating film layer 12, and the function switching layer 15 is used to control the operating modes of the photovoltaic power generation layer 13 and the semiconductor heating film layer 12 respectively.

[0035] In this embodiment, the photovoltaic power generation module adopts a photovoltaic power generation layer 13, a high thermal conductivity layer 14, and a function switching layer 15 stacked sequentially, resulting in a compact structure and synergistic functions. The photovoltaic power generation layer 13 converts light energy into electrical energy, providing self-sufficient power to the semiconductor heating film layer 12, significantly reducing dependence on the vehicle's main battery. The high thermal conductivity layer 14, located below the photovoltaic power generation layer 13, can quickly diffuse and evenly distribute the local hotspot heat generated by the photovoltaic layer, preventing heat from being concentrated and transferred downwards, thereby protecting the function switching layer 15 below from high-temperature thermal failure. The function switching layer 15 is electrically connected to both the photovoltaic power generation layer 13 and the semiconductor heating film layer 12, and can intelligently switch between power generation mode, heating mode, or hybrid mode according to illumination conditions, energy storage status, and heating demand, achieving dynamic energy allocation and priority self-supply. The overall design, while ensuring ultra-thin integration, solves the thermal crosstalk contradiction between heating and power generation, improves system reliability, and significantly enhances both winter range and cabin comfort.

[0036] Furthermore, the thickness of the decorative skin layer 11 is A, and the thickness of the semiconductor heating film layer 12 is B, wherein 0.3mm≤A≤3mm and 0.1mm≤B≤0.3mm.

[0037] The thickness of the decorative skin layer 11 is controlled between 0.3 mm and 3 mm, ensuring sufficient wear resistance and aesthetic appeal while allowing most visible light to penetrate to the underlying functional layer. The semiconductor heating film layer 12 is only 0.1 mm to 0.3 mm thick; its ultra-thin design means it takes up almost no extra interior space and can quickly respond to power and radiate far-infrared heat. This reasonable matching of thicknesses keeps the overall structural increment within 5 mm, without altering the original automotive interior design, assembly gaps, or ergonomics. Simultaneously, the 0.1 mm to 0.3 mm semiconductor heating film layer 12 has low heat capacity, enabling second-level heating, while the thicker decorative skin layer 11 provides sufficient surface strength and durability. This thickness range also balances light transmission and heating: the semiconductor heating film layer 12 is thin enough to maintain over 90% light transmittance, ensuring sufficient light absorption by the underlying photovoltaic modules; the decorative skin layer 11 is not too thick, preventing severe light attenuation. Therefore, this thickness design achieves an optimal balance between structural compactness, photoelectric conversion efficiency, heating response speed, and service life.

[0038] In one exemplary embodiment, the thickness of the photovoltaic power generation layer 13 is C, and the thickness of the high thermal conductivity layer 14 is D, wherein 0.1mm≤C≤1.5mm and 0.1mm≤D≤0.5mm.

[0039] The thickness of the photovoltaic power generation layer 13 is controlled between 0.1 mm and 1.5 mm, ensuring sufficient light absorption and photoelectric conversion efficiency while maintaining flexibility and bendability, allowing it to conform to various curved surfaces of automotive interiors without easily cracking. The thickness of the high thermal conductivity layer 14 is controlled between 0.1 mm and 0.5 mm, providing ample lateral heat conduction pathways without excessively increasing the overall thickness. The thicknesses of the two layers are matched: when the photovoltaic power generation layer 13 generates hot spots reaching up to 80 degrees Celsius, the high thermal conductivity layer 14, with its continuous thin-layer structure of 0.1 to 0.5 mm, can quickly spread and diffuse the heat, preventing heat from concentrating downwards and thus protecting the operating temperature of the underlying functional switching layer 15 from exceeding 60 degrees Celsius. Simultaneously, the 0.1 mm to 1.5 mm photovoltaic power generation layer 13 can achieve a module efficiency of 20% to 25%, while the 0.1 mm to 0.5 mm high thermal conductivity layer 14 has a thermal conductivity greater than 1 watt per meter Kelvin, forming good thermal interface contact with the photovoltaic power generation layer 13 and adjacent layers above and below. This thickness range also ensures that the overall layered structure remains flexible and will not delaminate or fall off when repeatedly bent, significantly improving the system's reliability and lifespan in the complex environment inside the vehicle.

[0040] Furthermore, the thickness of the function switching layer 15 is E, where 0.1mm≤B≤0.3mm.

[0041] The thickness E of the function switching layer 15 is controlled between 0.1 mm and 0.3 mm, achieving ultra-thin integration of the extremely thin flexible control circuit and the interior substrate layer 16. This thickness range allows the function switching layer 15 to easily conform to the curved contours of the interior, without occupying additional assembly space in the seats, dashboard, etc., with the overall thickness increment controlled within 5 mm, without affecting ergonomics and tactile feel. Meanwhile, the 0.1 to 0.3 mm thin-film switching circuit uses PET or PI substrates and silver paste printed circuitry, ensuring a switching life of over 1 million cycles and a contact resistance of less than 100 milliohms at such a thin scale, balancing electrical reliability and mechanical flexibility. The thin design also reduces thermal resistance, allowing heat generated by the upper photovoltaic power generation layer 13 to more easily diffuse laterally through the high thermal conductivity layer 14, preventing heat accumulation at the function switching layer 15 and ensuring its operating temperature remains stable below 60 degrees Celsius, preventing the silver paste circuitry from breaking due to high-temperature oxidation or thermal stress. Furthermore, a thickness of 0.1 to 0.3 mm also means extremely low heat capacity, allowing the self-heating of the control module during standby or operation to dissipate rapidly without interfering with nearby energy storage or signal lines. Therefore, this thickness range achieves an optimal balance between structural compactness, electrical performance, thermal management, and long-term reliability, making it an ideal solution for intelligent energy management in automotive interiors.

[0042] Furthermore, the function switching layer 15 has an energy storage module 17, which is used to store electrical energy and is electrically connected to the semiconductor heating film layer 12.

[0043] The functional switching layer 15 integrates an energy storage module 17, which is directly electrically connected to the semiconductor heating film layer 12, forming a complete energy closed loop for power generation, energy storage, and heating. The electrical energy generated by the photovoltaic power generation layer 13 can be stored in the energy storage module 17 without going through complex external circuits. When heating is needed, the energy storage module 17 prioritizes powering the semiconductor heating film layer 12, significantly reducing reliance on the vehicle's main battery, making it particularly suitable for short-distance commuting in winter. The localized storage of the energy storage module 17 also acts as an energy buffer: during periods of fluctuating sunlight or sudden high-power demands, the energy storage module 17 can quickly release electrical energy to ensure stable radiant power from the semiconductor heating film layer 12, preventing intermittent heating due to changes in external sunlight. Simultaneously, the integration of the energy storage module 17 within the functional switching layer 15 shortens the electrical transmission path, reduces line losses and electromagnetic interference, and improves the overall system efficiency. Because the energy storage module 17 is directly connected to the semiconductor heating film layer 12, the function switching layer 15 can more accurately monitor the energy storage state of charge and execute a self-sufficiency priority strategy, completely cutting off the main battery power supply when the energy storage is sufficient, thereby extending the winter driving range. In addition, the localized energy storage design also reduces the wiring complexity of the vehicle's high-voltage electrical system, improving the convenience and safety of installation and maintenance.

[0044] In an exemplary embodiment, the PI heat insulation base layer of the semiconductor heat-generating film layer 12 also has specific performance parameters: light transmittance greater than or equal to 90%, dielectric strength greater than or equal to 18 kV per millimeter, thermal conductivity less than or equal to 0.15 W per meter Kelvin; the far-infrared wavelength radiated by the semiconductor heat-generating film layer 12 after being energized is 4 to 20 micrometers, the power density is 200 to 500 W per square meter, and the electrothermal conversion efficiency is greater than 95%.

[0045] The thermal conductivity of the high thermal conductivity layer 14 is greater than 1 watt per meter Kelvin, which is much higher than the thermal conductivity of the PI thermal insulation base layer of the semiconductor thermal film layer 12. The high thermal conductivity layer 14 can be made of a high thermal conductivity flexible ceramic film, artificial graphite film or thermal conductive gel film, and has a long-term temperature resistance of greater than or equal to 180 degrees Celsius. It is used to quickly diffuse and equalize the local hot spot heat generated by the photovoltaic power generation layer 13 laterally.

[0046] The PI thermal insulation base layer of the semiconductor thermal film layer 12 serves as a vertical thermal barrier, which together with the lateral diffusion function of the high thermal conductivity layer 14 forms a bidirectional heat flow guiding architecture of "vertical barrier-lateral diffusion", ensuring that the operating temperature of the function switching layer 15 is stable at less than or equal to 60 degrees Celsius and avoiding thermal failure.

[0047] The function switching layer 15 includes a membrane switch circuit and a control module. The membrane switch circuit uses polyester film (PET) or polyimide film (PI) as the substrate, with a thickness of 0.075 to 0.125 mm. Silver paste conductive lines are formed by screen printing, with a line width of 0.3 to 1.0 mm, a contact resistance of less than or equal to 100 milliohms, and a switching life greater than 1 million cycles. The control module preferably uses a miniaturized control chip (MCU), connected to the membrane switch circuit via a flexible circuit board (FPC). The control module is located on the edge or exterior of the interior components, without occupying the thickness space of the function switching layer 15. The membrane switch circuit includes a first membrane switch and a second membrane switch. The first membrane switch controls the connection between the photovoltaic power generation layer and the energy storage device, and the second membrane switch controls the connection between the semiconductor heating film layer and the power source.

[0048] The photovoltaic power generation layer 13 uses flexible thin-film photovoltaic materials, specifically flexible perovskite photovoltaic or copper indium gallium selenide (CIGS) photovoltaic materials, with a module efficiency of 20% to 25% and a peak power of 100 to 200 watts per square meter. It can be bent to adapt to the shape of curved interior parts.

[0049] The total thickness increment of the overall layered composite structure is less than 5 mm, without changing the original shape, feel and assembly space of the interior; the light transmittance of the decorative skin layer 11 is greater than or equal to 70% in the embodiment, ensuring that light can fully penetrate to the photovoltaic power generation layer 13.

[0050] In the application of the whole cockpit system, such as Figure 3As shown, the interior skin structure is integrated in multiple places such as the front seats, rear seats, steering wheel, dashboard and door panels, with a total power generation area of ​​about 2.4 square meters, an average daily photovoltaic power generation of about 1.391 kWh, and a heating energy consumption of about 0.96 kWh for a 2-hour commute in winter. After considering comprehensive losses, the actual energy self-sufficiency rate can reach 67.7% to 89.5%.

[0051] According to another specific embodiment of this application, such as Figure 4 As shown, a self-powered thermal management system is also provided, including an automotive interior skin structure, which is the aforementioned composite structure with photovoltaic power generation components and a semiconductor heating film layer 12. The system also includes a control device electrically connected to the photovoltaic power generation interior components, the energy storage device, the semiconductor heating film layer 12, and the vehicle's main battery. The control device integrates a power generation control unit, an energy storage unit, a heating control unit, and an energy dispatching unit. The power generation control unit controls the maximum power point tracking of the photovoltaic power generation layer 13. The energy storage unit monitors the state of charge of the energy storage device, i.e., the energy storage module 17. The heating control unit adjusts the power and temperature of the semiconductor heating film layer 12. The energy dispatching unit executes a self-sufficiency priority strategy, prioritizing the use of stored energy for heating when the energy storage device's state of charge is above 20%, and switching to the vehicle's main battery when it is below the threshold. The system also includes a human body sensing module, whose signal is input to the control device to acquire data on occupants to automatically start and stop the heating function. The sensor array collects ambient temperature, light intensity, and interior surface temperature, and inputs these signals to the control device. The communication module connects to the vehicle control system or a mobile terminal for remote monitoring and mode setting. The electricity generated by the photovoltaic interior components is preferentially transferred to the energy storage device for storage, and then the energy storage device or the vehicle's main battery supplies power to the semiconductor heating film layer 12, forming a fully closed-loop self-sufficient thermal management architecture that combines power generation, energy storage, heating, and intelligent scheduling.

[0052] According to another specific embodiment of this application, a vehicle is also provided, including a self-powered thermal management system, which is the self-powered thermal management system described above.

[0053] Applying this technical solution, the vehicle is equipped with the aforementioned self-powered thermal management system, integrating the photovoltaic power generation layer 13, high thermal conductivity layer 14, function switching layer 15, and semiconductor heating film layer 12 into the interior surface. The photovoltaic power generation layer 13 converts light energy into electrical energy and stores it in the energy storage module 17. During heating, the electrical energy from the energy storage module 17 is used first to power the semiconductor heating film layer 12; if insufficient, it is supplemented by the vehicle's main battery, thereby significantly reducing the dependence on the main battery for cabin heating in winter. When energized, the semiconductor heating film layer 12 radiates far-infrared rays of 4 to 20 micrometers, penetrating the light-transmitting decorative surface layer 11 to directly warm the human body, exhibiting high thermal efficiency and no electromagnetic radiation. The high thermal conductivity layer 14 and the PI heat insulation base layer of the semiconductor heating film layer 12 form a bidirectional heat flow guiding structure, ensuring that the operating temperature of the function switching layer 15 does not exceed 60 degrees Celsius, ensuring system reliability and stability. Actual measurements show that the daily photovoltaic power generation after full cabin integration is approximately 1.39 kWh, which can cover 67% to 89% of the heating energy consumption for short-distance commuting in winter, significantly alleviating the problem of reduced range in low temperatures. The overall thickness increase is less than 5 mm, without changing the original vehicle interior design or installation space, while also featuring human body sensing, sensor monitoring, and remote communication control functions, achieving a balance between intelligent comfort and energy conservation and environmental protection.

[0054] According to another specific embodiment of this application, a control method for a self-powered thermal management system is also provided. This control method is used to control the aforementioned self-powered thermal management system, such as... Figure 5 As shown, the control methods include:

[0055] Step S10: In response to the working control signal issued by the vehicle body integrated working control module, acquire vehicle interior environment data;

[0056] After the system starts, step S10 is executed first, responding to the work control signal issued by the vehicle body integrated work control module, and starting to acquire vehicle interior environmental data. Vehicle interior environmental data mainly includes light intensity data and ambient temperature data. Specifically, the data is collected in real time using a sensor array (such as a light sensor and a temperature sensor) deployed inside the vehicle.

[0057] After acquiring the light intensity data, the system compares this data with a preset light threshold (e.g., 200W per square meter). If the light intensity is greater than the threshold, it indicates that the current environment meets the basic conditions for photovoltaic power generation, and the system will proceed to the subsequent power generation judgment process. If the light intensity is not greater than the threshold, the system determines that it is not suitable to start photovoltaic power generation, executes the "do not start power generation" operation, and then directly "returns to detection," that is, jumps back to the beginning of step S10, and continues to cycle through the detection of light intensity until the light intensity meets the requirements or the system receives a shutdown signal. Throughout the entire cycle, the system will not actively enter any heating or standby mode, but only maintains continuous monitoring of light intensity.

[0058] Step S20: Determine the adjustment mode based on vehicle interior environment data;

[0059] When step S10 determines that the light intensity is greater than the threshold, the system proceeds to step S20 to determine the adjustment mode. At this time, the system first enters the power generation mode, in which the photovoltaic power generation layer starts working and charges the energy storage device through MPPT (maximum power point tracking) control.

[0060] Upon entering power generation mode, the system immediately checks for a "system shutdown" signal. If a system shutdown signal is received, the system directly enters sleep mode and terminates the entire process. If the system is not shut down, it continues to check for "heating demand." The determination of heating demand is based on ambient temperature data, data on occupants detected by the human body sensor module, and user settings. If there is no heating demand, the system enters standby mode, maintaining photovoltaic charging but not activating the semiconductor heating film layer, and then returns to step S10 to continue detecting sunlight. If there is a heating demand, the system switches to heating mode.

[0061] In heating mode, the system first detects the state of charge (SOC) of the energy storage device and compares it with a preset threshold (e.g., 20%). If the SOC is greater than the threshold, the system decides to power the semiconductor heating film layer from the energy storage device; if the SOC is not greater than the threshold, the system decides to power the semiconductor heating film layer from the vehicle's main battery. It should be noted that when the light intensity is greater than the threshold and there is a heating demand, the system can actually perform power generation and heating simultaneously, i.e., a hybrid mode, but the flowchart classifies this as a heating mode processing branch.

[0062] If the light intensity is determined to be less than the threshold in step S10, the system will not start photovoltaic power generation and will directly return to the detection state. It will not enter the power generation mode, standby mode, or hibernation mode (unless the system is shut down). However, for cases with heating needs, this branch is not explicitly shown in the flowchart. In practice, the system can still independently enter the heating mode through the energy storage device or the main battery when there is insufficient light.

[0063] Step S30: In response to the adjustment mode, generate control commands;

[0064] Step S30 generates corresponding control commands based on the adjustment mode determined in step S20, so as to control the photovoltaic power generation layer and the semiconductor heating film layer to be in a target working state that is compatible with the current vehicle interior environment data.

[0065] In power generation mode, the control command performs the following operations: closes the first thin-film switch (controlling the connection between the photovoltaic power generation layer and the energy storage device), allowing the photovoltaic power generation layer to charge the energy storage device; simultaneously, it keeps the second thin-film switch open, ensuring that the semiconductor heating film layer is not working. In standby mode, the control command keeps the first thin-film switch closed (continuing charging), the second thin-film switch remains open, and the semiconductor heating film layer remains in standby mode.

[0066] In heating mode, the control command first selects the power source based on the SOC comparison result: if the SOC is greater than the threshold, the control command closes the second thin-film switch, and the energy storage device supplies power to the semiconductor heating film layer; if the SOC is not greater than the threshold, the vehicle's main battery supplies power to the semiconductor heating film layer. Subsequently, the control command starts the semiconductor heating film layer and performs constant temperature control, adjusting its power density (e.g., 200 to 500 watts per square meter) to radiate far-infrared rays of 4 to 20 micrometers, maintaining the user-set temperature range (e.g., 30 to 55 degrees Celsius). During the heating process, the system continuously determines whether heating has ended: if not, heating continues and the temperature is maintained; if heating has ended, the control command closes the semiconductor heating film layer, i.e., disconnects the second thin-film switch, and then returns to step S10 to re-detect the light and heating requirements.

[0067] At any point in the entire process, if the system detects a shutdown signal, the control command immediately disconnects all thin-film switches (both the first and second thin-film switches are disconnected), causing the photovoltaic power generation layer to stop charging, the semiconductor heating film layer to stop working, the system to enter sleep mode, and the entire process to end. All the above control commands are executed collaboratively by the thin-film switch circuits and control modules (distributed MCUs connected via FPC) within the function switching layer, thus forming a complete closed loop of energy dispatch and thermal management.

[0068] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0069] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this specification.

[0070] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0071] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A car interior skin structure, characterized in that, include: A photovoltaic power generation module is located above the interior substrate layer (16), and one side of the photovoltaic power generation module is connected to one side of the interior substrate layer (16). A semiconductor heating film layer (12) is located above the photovoltaic power generation module. One side of the semiconductor heating film layer (12) is connected to the other side of the photovoltaic power generation module. The semiconductor heating film layer (12) has a PI heat insulation base layer, which is disposed adjacent to the photovoltaic power generation module. A decorative skin layer (11) is located above the semiconductor heating film layer (12), and one side of the decorative skin layer (11) is connected to the other side of the semiconductor heating film layer (12). The semiconductor heating film layer (12) and the decorative skin layer (11) are both light-transmitting materials. The photovoltaic power generation component is electrically connected to the semiconductor heating film layer (12) and is used to generate the electrical energy required by the semiconductor heating film layer (12).

2. The automotive interior skin structure according to claim 1, characterized in that, The photovoltaic power generation module includes: A photovoltaic power generation layer (13) is disposed adjacent to the semiconductor heating film layer (12), and one side of the photovoltaic power generation layer (13) is connected to one side of the semiconductor heating film layer (12). A high thermal conductivity layer (14) is located below the photovoltaic power generation layer (13). The high thermal conductivity layer (14) is spaced apart from the semiconductor heat-generating film layer (12). One side of the high thermal conductivity layer (14) is connected to the other side of the photovoltaic power generation layer (13). Function switching layer (15), the function switching layer (15) is located below the high thermal conductivity layer (14), one side of the function switching layer (15) is connected to the other side of the high thermal conductivity layer (14), and the other side of the function switching layer (15) is connected to one side of the interior substrate layer (16). The function switching layer (15) is electrically connected to the photovoltaic power generation layer (13) and the semiconductor heating film layer (12) respectively. The photovoltaic power generation layer (13) is used to generate the electrical energy required by the semiconductor heating film layer (12). The function switching layer (15) is used to control the working mode of the photovoltaic power generation layer (13) and the semiconductor heating film layer (12) respectively.

3. The automotive interior skin structure according to claim 1 or 2, characterized in that, The thickness of the decorative skin layer (11) is A, and the thickness of the semiconductor heating film layer (12) is B, wherein 0.3mm≤A≤3mm and 0.1mm≤B≤0.3mm.

4. The automotive interior skin structure according to claim 2, characterized in that, The thickness of the photovoltaic power generation layer (13) is C, and the thickness of the high thermal conductivity layer (14) is D, wherein 0.1mm≤C≤1.5mm and 0.1mm≤D≤0.5mm.

5. The automotive interior skin structure according to claim 2, characterized in that, The thickness of the function switching layer (15) is E, where 0.1mm≤E≤0.3mm.

6. The automotive interior skin structure according to claim 2, characterized in that, The function switching layer (15) has an energy storage module (17) for storing electrical energy, and the energy storage module (17) is electrically connected to the semiconductor heating film layer (12).

7. A self-powered thermal management system, comprising an automotive interior skin structure, characterized in that, The automotive interior skin structure is the automotive interior skin structure as described in any one of claims 1-6.

8. The self-powered thermal management system according to claim 7, characterized in that, The self-powered thermal management system also includes: Human body sensing module, which is used to acquire data on people inside the vehicle; A communication module, which is used to communicate with an on-board control system or a mobile terminal.

9. A vehicle comprising a self-powered thermal management system, characterized in that, The self-powered thermal management system is the self-powered thermal management system described in claim 7 or 8.

10. A control method for a self-powered thermal management system, the control method being used to control the self-powered thermal management system according to claim 7 or 8, characterized in that, The control method includes: In response to the working control signal of the vehicle body integrated working control module, the vehicle interior environment data is acquired, wherein the vehicle interior environment data includes: light intensity data and detected ambient temperature; Based on the vehicle interior environment data, an adjustment mode is determined, wherein the adjustment mode includes: power generation mode, heating mode, and sleep mode; In response to the adjustment mode, a control command is generated to control the photovoltaic power generation layer and the semiconductor heating film layer to be in a target working state adapted to the vehicle interior environment data.

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