A control system and control method

Abstract

The embodiment of the application provides a control system and a control method, the control system comprises: a chassis, the chassis comprises a longitudinal beam extending along the length direction of the vehicle; the longitudinal beam has a closed cavity extending along the length direction of the vehicle, and the closed cavity is filled with a phase change material; the longitudinal beam is coupled with a first heat exchange pipeline and a second heat exchange pipeline, the first heat exchange pipeline and the second heat exchange pipeline are coupled with an air conditioner in the vehicle; the outer wall of the longitudinal beam is thermally coupled with a battery pack in the vehicle, and is used for heating or cooling the battery pack; and a controller is used for driving the air conditioner to work in a refrigeration or heating mode by using the electric energy supplied by a charging pile when the vehicle is in a charging working condition, and storing cold or heat of the phase change material through the first heat exchange pipeline or the second heat exchange pipeline; and the phase change material is used for cooling or heating the battery pack when the vehicle is in a driving working condition.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control system and control method. Background Technology

[0002] With the increasing popularity of electric vehicles, the energy consumption of the vehicle's thermal management system has become a key factor affecting driving range and battery life. Battery life is related to the number of charge-discharge cycles. Reducing the energy consumption of the vehicle's thermal management system is a pressing technical problem that needs to be solved. Summary of the Invention

[0003] This application provides a control system and a control method.

[0004] The technical solution of this application embodiment is implemented as follows: This application provides a control system applied to a vehicle. The system includes: a chassis, the chassis including a longitudinal beam extending along the length of the vehicle; the longitudinal beam having a sealed cavity extending along the length of the vehicle, the sealed cavity being filled with a phase change material; the longitudinal beam being coupled to a first heat exchange pipe and a second heat exchange pipe, the first heat exchange pipe and the second heat exchange pipe being coupled to an air conditioner in the vehicle; the outer wall of the longitudinal beam being thermally coupled to a battery pack in the vehicle for heating or dissipating heat from the battery pack; and a controller for, when the vehicle is in charging mode, using electrical energy supplied by a charging pile to drive the air conditioner to operate in cooling or heating mode, and storing cold or heat for the phase change material through the first heat exchange pipe or the second heat exchange pipe; and for, when the vehicle is in driving mode, using the phase change material to dissipate heat or heat the battery pack.

[0005] When the vehicle is charging, the electrical energy from the charging station is used to pre-store cold or heat for the phase change material. When the vehicle is driving, the phase change material is used to dissipate heat or heat the battery pack. This reduces the energy consumption of the battery pack and the energy consumption of the vehicle's thermal management system.

[0006] In some embodiments, the sealed cavity includes a first cavity, a second cavity, and a third cavity arranged sequentially along the length of the vehicle; the phase change temperature of the phase change material in the first cavity is higher than that in the second cavity; the phase change temperature of the phase change material in the second cavity is higher than that in the third cavity; the outer wall of the first cavity is thermally coupled to a second heat exchange pipeline; the outer wall of the second cavity is thermally coupled to the first heat exchange pipeline; wherein the first heat exchange pipeline and the second heat exchange pipeline are connected to the air conditioning cooling medium outlet pipeline in the vehicle through a first switch; the outer wall of the third cavity is thermally coupled to the battery pack in the vehicle.

[0007] By setting three chambers with phase change temperatures from high to low along the length of the vehicle, heat can be managed in stages and directed to specific directions.

[0008] In some embodiments, the sealed cavity includes a heat-conducting frame that runs through the first cavity, the second cavity, and the third cavity; the heat-conducting frame includes a first thermal switch and a second thermal switch; wherein the first thermal switch is used to conduct heat conduction between the first cavity and the second cavity; and the second thermal switch is used to conduct heat conduction between the second cavity and the third cavity.

[0009] The heat is conducted on demand within each cavity through a heat-conducting frame and thermal switches.

[0010] In some embodiments, the outer wall of the first cavity is also thermally coupled to the third heat exchange circuit; the inlet end of the third heat exchange circuit is connected to the motor water jacket outlet pipe through the second switch, and the outlet end is connected to the motor cooling medium return water pipe; the first heat exchange pipe and the second heat exchange pipe are also connected to the air conditioning cooling medium inlet pipe in the vehicle through the third switch.

[0011] The third heat exchange circuit absorbs waste heat from the motor cooling circuit as needed, ensuring reliable motor operation and realizing heat recovery and utilization, thus effectively reducing vehicle energy consumption.

[0012] This application provides a control method for a vehicle control system. The method includes: when the vehicle is in charging mode, using the electrical energy supplied by the charging pile to drive the air conditioner to operate in cooling or heating mode, and storing cold or heat for the phase change material through a first heat exchange pipe or a second heat exchange pipe; when the vehicle is in driving mode, using the phase change material to dissipate heat or heat the battery pack.

[0013] When the vehicle is charging, the electrical energy from the charging station is used to pre-store cold or heat for the phase change material. When the vehicle is driving, the phase change material is used to dissipate heat or heat the battery pack. This reduces the energy consumption of the battery pack and the energy consumption of the vehicle's thermal management system.

[0014] In some embodiments, when the vehicle is in charging mode, the air conditioner is driven to operate in cooling or heating mode using the electrical energy supplied by the charging pile, and cold or heat is stored for the phase change material through the first heat exchange pipe or the second heat exchange pipe. This includes: when the vehicle is in charging mode, controlling the air conditioner to operate in cooling mode using the electrical energy supplied by the charging pile, and controlling the first heat exchange pipe to be connected to the air conditioner cooling medium outlet pipe to store cold for the phase change material; or, controlling the air conditioner to operate in heating mode using the electrical energy supplied by the charging pile, and controlling the second heat exchange pipe to be connected to the air conditioner cooling medium outlet pipe to store heat for the phase change material.

[0015] By controlling the first switch, the cooling medium is introduced into the first or second heat exchange pipeline, and the electrical energy of the charging pile is used to store cold or heat for the phase change material in advance, saving the vehicle's own electrical energy.

[0016] In some embodiments, controlling the air conditioner to operate in a cooling mode using the power supplied by the charging pile includes: when the ambient temperature exceeds a first ambient temperature threshold, controlling the air conditioner to operate in a cooling mode using the power supplied by the charging pile; the method further includes: controlling the second thermal switch to open until the temperature of the phase change material in the third cavity reaches a first target temperature, and the temperature of the phase change material in the second cavity reaches a second target temperature; the first target temperature is lower than the second target temperature.

[0017] During energy storage (cold or hot storage), heat conduction between chambers can be activated to improve energy storage efficiency.

[0018] In some embodiments, controlling the air conditioner to operate in heating mode using electrical energy supplied by the charging pile includes: controlling the air conditioner to operate in heating mode using electrical energy supplied by the charging pile when the ambient temperature is lower than a second ambient temperature threshold. The method further includes: controlling the first thermal switch to open until the temperature of the phase change material in the first cavity reaches a third target temperature and the temperature of the phase change material in the second cavity reaches a fourth target temperature; the third target temperature is higher than the fourth target temperature.

[0019] Pre-cooling in high-temperature environments and pre-heating in low-temperature environments can mitigate the peak load of the vehicle's thermal management system under extreme high and low temperature conditions, significantly reduce overall vehicle energy consumption, and extend the driving range of electric vehicles.

[0020] In some embodiments, when the vehicle is in driving condition, using phase change materials to dissipate heat or heat the battery pack includes: when the vehicle is in driving condition, acquiring a first temperature of the phase change material in a first cavity, a second temperature of the phase change material in a third cavity, and the battery temperature of the battery pack; when the battery temperature is lower than a first battery temperature threshold and the first temperature exceeds the first temperature threshold, controlling a first thermal switch to open to heat the battery pack until the battery temperature is higher than the first battery temperature threshold; or, when the battery temperature is higher than a second battery temperature threshold and the second temperature is lower than the second temperature threshold, controlling a second thermal switch to open to dissipate heat from the battery pack until the battery temperature is lower than the second battery temperature threshold.

[0021] During vehicle operation, based on the temperature of the phase change material and the battery temperature of the battery pack, the first thermal switch or the second thermal switch is activated as needed, which helps the phase change material to dissipate heat or heat the battery pack, thereby reducing energy consumption.

[0022] In some embodiments, the method further includes: obtaining the operating temperature of the motor in the vehicle; and controlling the second switch to start when the operating temperature of the motor is higher than a first operating temperature threshold and the first temperature is lower than a third temperature threshold, until the operating temperature of the motor is lower than the second operating temperature threshold or the first temperature is lower than a fourth temperature threshold; wherein the second operating temperature threshold is lower than the first operating temperature threshold and the fourth temperature threshold is lower than the third temperature threshold.

[0023] This embodiment realizes the orderly transfer of motor waste heat to phase change materials, which not only ensures the reliable operation of the motor, but also realizes the recovery and utilization of heat energy, effectively reducing the energy consumption of the vehicle.

[0024] In some embodiments, when the first temperature difference between the phase change material in the first cavity and the phase change material in the second cavity is higher than the first temperature difference threshold, the first thermal switch is controlled to open until the first temperature difference is lower than the second temperature difference threshold; and / or, when the second temperature difference between the phase change material in the second cavity and the phase change material in the third cavity is higher than the third temperature difference threshold, the second thermal switch is controlled to open until the second temperature difference is lower than the fourth temperature difference threshold.

[0025] The aforementioned closed-loop control based on temperature difference achieves thermal equilibrium among the three cavities of the longitudinal beam. This not only eliminates the risk of local overheating or overcooling but also maximizes the utilization of the sensible and latent heat capacity of the entire longitudinal beam structure.

[0026] In some embodiments, the method further includes: in response to the activation of the heating mode of the air conditioner, controlling the first heat exchange pipeline to be connected to the air conditioner cooling medium inlet pipeline via a third switch; and / or, in response to the activation of the cooling mode of the air conditioner, controlling the first heat exchange pipeline to be connected to the air conditioner cooling medium inlet pipeline via a third switch.

[0027] While meeting the cabin's heating / cooling needs, it reduces the start-stop frequency and energy consumption of heaters or compressors. Attached Figure Description

[0028] Figure 1 This is one of the schematic diagrams of the architecture of a control system provided in the embodiments of this application; Figure 2 This is a second schematic diagram of the architecture of a control system provided in an embodiment of this application; Figure 3 This is one of the flowcharts illustrating a control method provided in an embodiment of this application; Figure 4 This is a schematic diagram illustrating heat exchange between a longitudinal beam and equipment, provided in an embodiment of this application. Figure 5 This is a second schematic flowchart of a control method provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a control device provided in an embodiment of this application.

[0029] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] With the increasing popularity of electric vehicles, the energy consumption of the vehicle's thermal management system has become a key factor affecting driving range and battery life. Battery life is related to the number of charge-discharge cycles. Reducing the energy consumption of the vehicle's thermal management system is a pressing technical problem that needs to be solved.

[0032] Therefore, this application provides a control system and method in which phase change material is directly filled into the sealed cavity of the longitudinal beam of the vehicle chassis. When the vehicle is charging, the electrical energy from the charging pile is used to pre-store cold or heat for the phase change material. When the vehicle is driving, the phase change material is used to dissipate heat or heat the battery pack in the vehicle. This can reduce the electrical energy consumption of the battery pack, that is, reduce the energy consumption of the vehicle's thermal management system.

[0033] The following describes a control system and control method provided by the embodiments of this application in conjunction with the accompanying drawings. Figure 1 This is a schematic diagram of a control system provided in an embodiment of this application.

[0034] like Figure 1 The control system shown includes a chassis, i.e., the vehicle chassis. The chassis includes a longitudinal beam 1 extending along the length of the vehicle. The longitudinal beam 1 can also be referred to as the longitudinal beam body. The longitudinal beam 1 is an original load-bearing structural component of the chassis, made of extruded aluminum alloy profile. The longitudinal beam 1 has a sealed cavity 11 extending along its length. The sealed cavity 11 is filled with a phase change material, such as phase change material 2. In some embodiments, the filling volume of the phase change material accounts for 85% of the total volume of the sealed cavity, with 15% reserved for the volume expansion of the phase change material during the solid-liquid phase change process.

[0035] In some embodiments, the phase change material has the characteristics of high latent heat and high cycle stability. For example, it can be a paraffin-based organic material or a complex hydrated salt. Its latent heat of phase change per unit mass can reach more than 180 kJ / kg. It can absorb or release a large amount of heat within the phase change temperature range while its own temperature remains almost unchanged, thus possessing excellent thermal buffering capacity.

[0036] In some embodiments, an air conditioner is used as a cooling or heating source to store energy or heat for the phase change material in advance. For example, the outer wall of the longitudinal beam 1 is thermally coupled to the first heat exchange pipe 3 and the second heat exchange pipe 4. For instance, the first heat exchange pipe 3 and the second heat exchange pipe 4 are both embedded in a groove on the outer wall of the longitudinal beam 1. For instance, the first heat exchange pipe 3 and the second heat exchange pipe 4 are arranged along the length of the longitudinal beam 1. Alternatively, the first heat exchange pipe 3 and the second heat exchange pipe 4 are arranged along the width of the longitudinal beam 1. For instance, the first heat exchange pipe 3 is embedded in a groove on the outer wall of the longitudinal beam 1 near the left door; the second heat exchange pipe 4 is embedded in a groove on the outer wall of the longitudinal beam 1 near the right door. Alternatively, the first heat exchange pipe 3 and the second heat exchange pipe 4 can be deployed on the same outer wall. In this embodiment, the deployment location of the first heat exchange pipe 3 and the second heat exchange pipe 4 is not specifically limited and can be deployed as needed.

[0037] In some embodiments, the first heat exchange pipe 3 and the second heat exchange pipe 4 are connected to the air conditioning cooling medium outlet pipe in the vehicle via a first switch 5. The first switch 5 may be, for example, an electrically controlled three-way valve. This electrically controlled three-way valve is connected to a controller and is used to switch the conduction state based on control commands from the controller, selectively connecting the first heat exchange pipe 3 or the second heat exchange pipe 4 to the air conditioning cooling medium outlet pipe. The air conditioning cooling medium outlet pipe is the outlet pipe for cooled or heated cooling medium; specifically, it refers to the pipe from which temperature-regulated cooling medium flows out of the air conditioning system. For example, in cooling mode, this pipe carries low-temperature cooling medium cooled by the air conditioning system; in heating mode, it carries high-temperature cooling medium heated by the air conditioning system. In other words, the first switch 5 is located on the air conditioning cooling medium outlet pipe to divert some or all of the cooling medium in the air conditioning cooling medium outlet pipe to the first heat exchange pipe 3 or the second heat exchange pipe 4.

[0038] For example, when the air conditioner is operating in cooling mode, the first switch 5 connects the first heat exchange pipe 3 to the air conditioner cooling medium outlet pipe, allowing the low-temperature cooling medium to flow into the first heat exchange pipe 3 and cool the phase change material, thus achieving cold storage. When the air conditioner is operating in heating mode, the first switch 5 connects the second heat exchange pipe 4 to the air conditioner cooling medium outlet pipe, allowing the high-temperature cooling medium to flow into the second heat exchange pipe 4 and heat the phase change material, thus achieving heat storage.

[0039] In some embodiments, the outer wall of the longitudinal beam 1 is thermally coupled to the battery pack 6 for heating or dissipating heat from the battery pack 6. Specifically, the outer wall of the longitudinal beam 1 is provided with a heat-conducting interface, which is located on the outer wall of the longitudinal beam 1 facing the battery pack 6 and includes a heat-conducting boss and an elastic heat-conducting pad. The heat-conducting boss is integrally formed with the outer wall of the longitudinal beam 1, is made of aluminum alloy, and has a height of 5mm. The elastic heat-conducting pad is attached to the surface of the heat-conducting boss, is made of graphene-reinforced silicone, has a thickness of 2mm, a thermal conductivity of 5W / (m·K), and is in close contact with the bottom shell of the battery pack 6, forming a solid-state heat conduction path between the longitudinal beam 1 and the battery pack 6.

[0040] like Figure 1 As shown, the control system may further include a controller 7. The controller 7 is used to drive the air conditioner in cooling mode using the electrical energy supplied by the charging pile when the vehicle is charging. It controls the first heat exchange pipe 3 to connect with the outlet pipe of the air conditioning cooling medium via the first switch 5, thus storing cold for the phase change material. Alternatively, it is used to drive the air conditioner in heating mode using the electrical energy supplied by the charging pile when the vehicle is charging. It controls the second heat exchange pipe 4 to connect with the outlet pipe of the air conditioning cooling medium via the first switch 5, thus storing heat for the phase change material. The controller 7 is also used to dissipate heat or heat the battery pack 6 using the phase change material when the vehicle is driving. Specific embodiments will be described below, and will not be repeated here.

[0041] In some embodiments, such as Figure 2 As shown, the sealed cavity 11 includes a first cavity 111, a second cavity 112, and a third cavity 113 arranged sequentially along the length of the vehicle. The three cavities are filled with phase change materials with different phase change temperatures. For example, the phase change temperature of the phase change material in the first cavity 111 is higher than that in the second cavity 112. The phase change temperature of the phase change material in the second cavity 112 is higher than that in the third cavity 113.

[0042] For example, the phase change temperatures of the phase change materials in these three chambers are 70°C, 40°C, and 10°C, respectively. The phase change temperature is the temperature at which the phase change material undergoes a phase change. Taking a phase change temperature of 5°C as an example, at 10°C, the phase change material is in a liquid state; at 5°C, it begins to undergo a phase change, such as solidification or melting; and at temperatures below 5°C, it is in a solid state. At 10°C, a low-temperature cooling medium, such as one at 1°C, can remove heat from the phase change material, cooling it down. The temperature of the phase change material gradually decreases and solidifies at 5°C. After solidification, as long as the low-temperature cooling medium continues to flow, the temperature of the phase change material will continue to decrease from 5°C until it approaches the temperature of the cooling medium. Taking a phase change temperature of 5℃ as an example, when the temperature of the phase change material is 1℃, its physical state is solid. At this time, if a high-temperature cooling medium (such as a cooling medium at 8℃) flows through the phase change material, the phase change material will absorb the heat of the cooling medium, and its temperature will gradually rise, and it will begin to melt at a temperature of 5℃. During the melting process, the phase change material absorbs a large amount of latent heat and the temperature remains constant until it is completely melted into a liquid state. Subsequently, the temperature of the liquid phase change material will further rise under the continuous heating of the cooling medium, thereby achieving the pre-cooling of the cooling medium.

[0043] like Figure 2 As shown, the outer wall of the first cavity 111 is thermally coupled to the second heat exchange pipe 4. The outer wall of the third cavity 113 is thermally coupled to the first heat exchange pipe 3. The outer wall of the second cavity 112 is thermally coupled to the battery pack 6.

[0044] In some embodiments, the sealed cavity 11 includes a heat-conducting frame 13 that runs through the first cavity 111, the second cavity 112, and the third cavity 113; the heat-conducting frame 13 includes a first thermal switch 9 and a second thermal switch 8; wherein the first thermal switch 9 is used to conduct heat conduction between the phase change material in the first cavity 111 and the second cavity 112; and the second thermal switch 8 is used to conduct heat conduction between the phase change material in the second cavity 112 and the third cavity 113.

[0045] For example, the heat-conducting frame 13 is used for heat conduction between the first cavity 111, the second cavity 112, and the third cavity 113. This heat-conducting frame 13 can be, for example, a metal heat-conducting frame made of copper-aluminum alloy, with a diameter of 10 mm, used to establish an efficient heat conduction channel inside the longitudinal beam. Figure 2As shown, the thermally conductive frame 13 includes a first thermal switch 9 and a second thermal switch 8. When the first thermal switch 9 is closed, heat conduction is conducted between the first cavity 111 and the second cavity 112, enabling heat transfer between the phase change material in the first cavity 111 and the phase change material in the second cavity 112. When the first thermal switch 9 is open, heat conduction is not conducted between the first cavity 111 and the second cavity 112. When the second thermal switch 8 is closed, heat conduction is conducted between the second cavity 112 and the third cavity 113, enabling heat transfer between the phase change material in the second cavity 112 and the phase change material in the third cavity 113. When the second thermal switch 8 is open, heat conduction is not conducted between the second cavity 112 and the third cavity 113.

[0046] The thermal switches (including a first thermal switch 9 and a second thermal switch 8) are connected to the controller 7 and contain piezoelectric drive elements. When the controller 7 applies a DC voltage, the piezoelectric element drives the contacts to close, creating a continuous, low-thermal-resistance thermal conduction path between the metal thermally conductive frames of adjacent chambers. After power is cut off, the contacts separate, and an air layer forms within the thermally conductive gap, blocking heat conduction. The thermal switches are used to control the selective connection or disconnection between the metal thermally conductive frames of adjacent chambers.

[0047] In some embodiments, the outer wall of the first cavity 111 is also thermally coupled to the third heat exchange pipe 12. For example, the third heat exchange pipe 12 is embedded in a groove in the outer wall of the first cavity 111. The inlet end of the third heat exchange pipe 12 is connected to the motor water jacket outlet pipe via a second switch 10, and the outlet end flows into the motor cooling medium return pipe. Specifically, a serpentine heat exchange pipe, made of copper and with a diameter of 10mm, is pre-embedded in the groove in the outer wall of the first cavity 111, and thermally conductive silicone grease is filled between it and the outer wall of the first cavity 111. The inlet end of the serpentine heat exchange pipe is connected to the motor water jacket outlet pipe via a third switch, and the outlet end flows into the motor cooling medium return pipe. The second switch 10 may be, for example, an electrically controlled branch valve, controlled by the controller 7.

[0048] The motor cooling medium inlet pipe is connected to the inlet side of the motor water jacket and is used to transport the low-temperature cooling medium after heat exchange and cooling to the inside of the motor to cool the stator and rotor. The temperature of the cooling medium in this pipe is relatively low, and it is the starting point of the motor cooling cycle. The motor water jacket outlet pipe is connected to the outlet side of the motor water jacket and is used to discharge the high-temperature cooling medium after absorbing heat from the windings and iron core inside the motor water jacket. The temperature of the cooling medium in this pipe is relatively high, and it is the carrying end of the motor waste heat. In this embodiment, the third heat exchange pipe 12 can be used as a waste heat recovery branch and connected in parallel to the motor cooling circuit.

[0049] In some embodiments, such as Figure 2As shown, the first heat exchange pipe 3 and the second heat exchange pipe 4 are also connected to the air conditioning coolant inlet pipe in the vehicle via the third switch 14. The first heat exchange pipe 3 and the second heat exchange pipe 4 are connected in parallel in the cooling medium circulation loop to pre-regulate the cooling medium returning to the air conditioning system.

[0050] Specifically, in cooling mode, the first heat exchange pipe 3 utilizes its internal phase change material to absorb heat from the cooling medium. The cooling medium is the return water that has absorbed waste heat and flows back from heat sources such as batteries and motors. Through this heat exchange process, the phase change material lowers the temperature of the return water, significantly reducing the initial temperature of the cooling medium entering the plate heat exchanger of the air conditioning system for final cooling, thereby assisting in cooling and reducing compressor energy consumption.

[0051] In heating mode, the second heat exchange pipe 4 uses its internal phase change material to release heat to the cooling medium. At this time, the return water absorbs the heat energy stored in the phase change material as it flows through the heat exchange pipe, thus raising its temperature. The heated cooling medium then enters the air conditioning system or the heater core, thereby assisting in heating and reducing the energy consumption of the positive temperature coefficient (PTC) heater.

[0052] The following is combined Figure 3 This application introduces a control method provided by an embodiment of the control method, which is applied to the control system as described above. The control method can be executed by a controller, such as the controller 7 described above.

[0053] S310, when the vehicle is in charging mode, uses the electrical energy supplied by the charging pile to drive the air conditioner to work in cooling or heating mode, and stores cold or heat for the phase change material through the first heat exchange pipeline or the second heat exchange pipeline.

[0054] In this embodiment, when the vehicle is charging, the controller uses the electrical energy supplied by the charging pile to store cold or heat for the phase change material. For example, when the vehicle is charging, the controller activates the power supply circuit between the charging pile and the air conditioner, using the electrical energy supplied by the charging pile to drive the air conditioner compressor, putting the air conditioner in cooling mode, and storing cold for the phase change material through the first heat exchange pipeline. For example, a cooled low-temperature cooling medium flows into the first heat exchange pipeline, cooling the phase change material and achieving pre-cooling storage. Alternatively, the controller activates the power supply circuit between the charging pile and the air conditioner, using the electrical energy supplied by the charging pile to drive the air conditioner compressor or PTC heater, putting the air conditioner in heating mode, and storing heat for the phase change material through the second heat exchange pipeline. For example, a heated high-temperature cooling medium flows into the second heat exchange pipeline, heating the phase change material and achieving pre-heat storage.

[0055] In some embodiments, when the vehicle is charging, the power supplied by the charging pile controls the air conditioner to operate in cooling mode, and controls the connection between the first heat exchange pipe and the air conditioner cooling medium outlet pipe to store cold for the phase change material. For example, during cold storage, the controller can control the connection between the first heat exchange pipe and the air conditioner cooling medium inlet pipe via a first switch. In this way, the cooled low-temperature cooling medium can flow into the first heat exchange pipe through the first switch, cooling the phase change material and achieving pre-cooling. For example, the cooled low-temperature cooling medium can flow into the first heat exchange pipe through the first switch to cool the phase change material in the third cavity. The controller can also monitor the temperature of the phase change material in the third cavity in real time, and when the temperature reaches a preset temperature, such as 10°C, close the first switch and control the power supply circuit between the charging pile and the air conditioner to be connected.

[0056] In some embodiments, when the vehicle is charging, the electrical energy supplied by the charging pile controls the air conditioner to operate in heating mode, and controls the connection between the second heat exchange pipe and the air conditioner cooling medium outlet pipe to store heat for the phase change material. For example, during heat storage, the controller can control the connection between the second heat exchange pipe and the air conditioner cooling medium inlet pipe via a first switch. In this way, the heated high-temperature cooling medium flows into the second heat exchange pipe, heating the phase change material and achieving pre-heat storage. For example, the heated high-temperature cooling medium can flow into the second heat exchange pipe via the first switch to heat the phase change material in the first cavity. The controller can also monitor the temperature of the phase change material in the first cavity in real time, and when the temperature reaches a preset temperature, such as 70°C, turn off the first switch and disconnect the power supply circuit between the charging pile and the air conditioner.

[0057] In some embodiments, the controller can determine whether to perform cold storage or heat storage based on the ambient temperature. For example, cold storage is performed when the ambient temperature exceeds a first ambient temperature threshold; heat storage is performed when the ambient temperature is below a second ambient temperature threshold. The first ambient temperature threshold is used to determine whether to perform cold storage in advance. The second ambient temperature threshold is used to determine whether to perform heat storage in advance.

[0058] The first ambient temperature threshold could be, for example, 30°C. For instance, when the ambient temperature is ≥30°C, the controller activates the power supply circuit between the charging station and the air conditioner, controls the air conditioner to operate in cooling mode, and activates the first heat exchange pipe and the air conditioner's cooling medium outlet pipe via a first switch to achieve pre-cooling storage.

[0059] The second ambient temperature threshold can be, for example, 10℃. When the ambient temperature is ≤10℃, the controller controls the power supply circuit between the charging pile and the air conditioner to be connected, controls the air conditioner to work in the cooling mode, and controls the second heat exchange pipeline to be connected to the air conditioner cooling medium outlet water pipeline through the first switch to achieve preheating.

[0060] In some embodiments, to achieve refined thermal management of the phase change material inside the longitudinal beam, the thermally conductive frame further includes a first thermal switch and a second thermal switch, which are used to block or open the heat conduction path between adjacent cavities, respectively. In cold storage or heat storage mode, the controller can selectively control the closing of the first thermal switch or the second thermal switch according to the energy storage requirements to achieve heat distribution between cavities.

[0061] For example, in a scenario where charging piles are used for energy storage and cooling, the low-temperature cooling medium generated by the air conditioner flows through the first heat exchange pipe, primarily cooling the phase change material in the third cavity. To improve overall cooling efficiency, the controller can further control the closure of the second thermal switch. At this time, the heat-conducting framework in the second and third cavities is connected, and the heat conduction path between the second and first cavities is open. The low temperature is transferred along the heat-conducting framework to the higher-temperature second cavity, enabling the phase change materials in both cavities to cool down synergistically, significantly shortening the overall cooling time.

[0062] Specifically, in scenarios where charging piles are used for energy storage and cooling, the controller can also activate a second thermal switch until the temperature of the phase change material in the third chamber reaches the first target temperature, and the temperature of the phase change material in the second chamber reaches the second target temperature. The first target temperature is lower than the second target temperature. For example, the first target temperature is 10°C, and the second target temperature is 20°C.

[0063] For example, in a scenario where charging piles are used for thermal energy storage, the high-temperature cooling medium generated by the air conditioner flows through the second heat exchange pipeline, primarily heating the phase change material in the first cavity. To improve overall thermal storage efficiency, the controller can close the first thermal switch. At this time, the thermally conductive frame in the first and second cavities is connected, allowing heat to be rapidly transferred from the first to the second cavity. This not only accelerates the thermal storage speed but also avoids thermal stress concentration caused by excessively high temperatures in a single cavity, ensuring the stability of the longitudinal beam structure.

[0064] Specifically, the controller activates the first thermal switch until the temperature of the phase change material in the first chamber reaches the third target temperature, and the temperature of the phase change material in the second chamber reaches the fourth target temperature. The third target temperature is higher than the fourth target temperature. For example, the third target temperature could be 70°C, and the fourth target temperature could be 45°C.

[0065] In some embodiments, when the controller determines that the vehicle is in a charging state and the available battery power meets certain conditions, it utilizes the charging pile's electrical energy for pre-storage of cold or heat. These conditions may, for example, be that the available battery power exceeds a threshold. The threshold may be, for example, 80% or 90%, and this application embodiment does not specifically limit this.

[0066] In some embodiments, the controller can predict the user's vehicle usage time and pre-store cooling or heating using the charging pile's electrical energy within a preset time before the usage time. For example, pre-store cooling or heating using the charging pile's electrical energy within 30 minutes before the usage time. The controller can learn the user's vehicle usage behavior through a neural network model or algorithm and predict the user's usage time based on that behavior.

[0067] After pre-cooling or pre-heating is completed, the controller can utilize the phase change material to dissipate heat or heat the battery pack. For example, the controller can execute S320.

[0068] The S320 uses phase change materials to dissipate heat or heat the battery pack when the vehicle is in operation.

[0069] In this embodiment, in low-temperature environments and / or when the battery pack temperature is too low, it is necessary to heat the battery pack to adjust its temperature to a suitable operating temperature. In high-temperature environments and / or when the battery pack temperature is too high, it is necessary to dissipate heat from the battery pack to adjust its temperature to a suitable operating temperature.

[0070] In this embodiment of the application, when the vehicle is in driving condition, the controller can use phase change materials to dissipate heat or heat the battery pack.

[0071] In some embodiments, when the vehicle is in operation, the controller can acquire a first temperature of the phase change material in the first cavity, a second temperature of the phase change material in the third cavity, and the battery temperature of the battery pack. Exemplarily, both the first and third cavities include temperature sensors for acquiring the temperature of the phase change material within their respective cavities. The controller can acquire the first and second temperatures through these temperature sensors. Multiple temperature sensors are deployed at the battery cells of the battery pack to acquire cell temperatures, and the controller can determine the battery temperature of the battery pack based on the cell temperatures acquired by the multiple temperature sensors.

[0072] The controller can heat or dissipate heat from the battery pack based on a first temperature, a second temperature, and the battery pack temperature.

[0073] For example, when the battery temperature is below a first battery temperature threshold and the first temperature exceeds a first temperature threshold, a first thermal switch is activated to heat the battery pack until the battery temperature exceeds the first battery temperature threshold. The first battery temperature threshold and the first temperature threshold are used to determine whether to activate the first thermal switch to heat the battery pack. The first battery temperature threshold could be, for example, 25°C. The first temperature threshold could be, for example, 60°C. A battery temperature below the first battery temperature indicates that the battery pack temperature is too low; a first temperature exceeding the first temperature threshold indicates that the phase change material in the first cavity has sufficient heat. In this case, heating the battery pack solely through the phase change material in the second cavity may be slow. The controller can activate the first thermal switch, allowing heat from the first cavity to be transferred to the second cavity via a heat-conducting frame, accelerating the heating process of the battery pack until the battery temperature exceeds the first temperature threshold. This embodiment is suitable for scenarios requiring pre-storage of heat.

[0074] For example, when the battery temperature is higher than a second battery temperature threshold and the second temperature exceeds a second temperature threshold, a second thermal switch is activated to dissipate heat from the battery pack until the battery temperature falls below the second battery temperature threshold. The second battery temperature threshold and the second temperature threshold are used to determine whether to activate the second thermal switch to cool the battery pack. The first battery temperature threshold could be, for example, 35°C. The second temperature threshold could be, for example, 15°C. A battery temperature higher than the second battery temperature indicates that the battery pack temperature is too high; a second temperature lower than the second temperature threshold indicates that the cooling capacity of the phase change material in the third cavity is sufficient. In this case, dissipating heat from the battery pack solely through the phase change material in the second cavity may be slow. The controller can activate the second thermal switch, allowing the cooling capacity in the third cavity to be transferred to the second cavity via a thermally conductive frame, accelerating the heat dissipation process of the battery pack until the battery temperature falls below the second temperature threshold. This embodiment is suitable for scenarios requiring pre-cooling.

[0075] In some embodiments, the controller can also control the opening and closing of the second switch to absorb the waste heat generated by the motor operation and prevent the motor from overheating. This application also provides a collaborative control logic based on motor waste heat.

[0076] For example, the controller can also acquire the operating temperature of the motor in the vehicle. In this embodiment, a temperature sensor is integrated on the motor housing to monitor the outlet temperature of the motor windings or cooling water jacket in real time. This outlet temperature is the operating temperature of the motor. The controller determines whether the operating temperature of the motor is higher than a preset first operating temperature threshold (e.g., 65°C). This threshold is set to prevent the motor from demagnetizing or becoming less efficient due to overheating. The controller simultaneously acquires the first temperature of the phase change material in the first cavity and determines whether the first temperature is lower than a preset third temperature threshold (e.g., 65°C). Here, 65°C is set lower than the phase change temperature of the phase change material (70°C) to ensure that the first cavity has a margin to accommodate heat.

[0077] If both of the above conditions are met simultaneously, the controller opens the second switch. After connection, the high-temperature cooling medium in the motor water jacket outlet pipe flows into the third heat exchange pipe, where it exchanges heat with the phase change material in the first cavity. When the first temperature is below 65°C, the phase change material in the first cavity is solid and has heat absorption capacity. The phase change material in the first cavity can absorb the heat from the high-temperature cooling medium in the motor water jacket outlet pipe. The controller closes the second switch when the motor's operating temperature falls below the second operating temperature threshold or the first temperature falls below the fourth temperature threshold. The second operating temperature threshold is lower than the first operating temperature threshold, and the fourth temperature threshold is lower than the third temperature threshold. For example, the second operating temperature threshold could be 60°C. The fourth temperature threshold could be, for example, 70°C. This embodiment achieves the orderly transfer of motor waste heat to the phase change material, ensuring reliable motor operation and realizing heat recovery and utilization, effectively reducing vehicle energy consumption.

[0078] In some embodiments, in order to achieve uniform distribution and efficient allocation of thermal energy of phase change material inside the longitudinal beam, this application also provides an adaptive thermal coupling control logic based on the temperature difference between cavities.

[0079] For example, the controller can also calculate the temperature difference of the phase change materials in adjacent cavities in real time. Specifically, the controller acquires the temperature TA of the first cavity, the temperature TB of the second cavity, and the temperature TC of the third cavity.

[0080] The controller calculates a first temperature difference ΔT1, where ΔT1 = |TA - TB|. If the first temperature difference ΔT1 is higher than a preset first temperature difference threshold (e.g., 20°C), it is determined that there is an excessive thermal imbalance between the first and second cavities, which may lead to localized thermal stress or uneven energy storage. In this case, the controller activates the first thermal switch. After activation, the thermal path between the first and second cavities is connected, and heat flows rapidly from the high-temperature cavity to the low-temperature cavity through the thermally conductive framework. For example, if TA = 70°C and TB = 40°C (ΔT1 = 30°C > 20°C), heat will flow from the first cavity to the second cavity until TA and TB tend to be equal. When ΔT1 is lower than the second temperature difference threshold, the controller deactivates the first thermal switch to maintain a thermal equilibrium state. The second temperature difference threshold can be, for example, 5°C.

[0081] The controller calculates the second temperature difference ΔT2, where ΔT2 = |TB - TC|. If the second temperature difference ΔT2 is higher than a preset third temperature difference threshold (e.g., 20℃), it is determined that there is an excessive thermal imbalance between the second and third cavities, which may lead to local thermal stress or uneven energy storage. At this time, the controller controls the second thermal switch to open. After being turned on, the thermal path of the heat-conducting framework between the second and third cavities is connected, and heat flows rapidly from the high-temperature cavity to the low-temperature cavity through the heat-conducting framework. For example, if TC = 10℃ and TB = 40℃ (ΔT2 = 30℃ > 20℃), heat will flow from the second cavity to the third cavity until TB and TC tend to be consistent. When ΔT2 is lower than the fourth temperature difference threshold, the controller controls the second thermal switch to open to maintain a thermal equilibrium state. The fourth temperature difference threshold can be, for example, 5℃.

[0082] Through the aforementioned closed-loop control based on temperature difference, this application achieves thermal equilibrium among the three cavities of the longitudinal beam. This not only eliminates the risk of local overheating or overcooling but also maximizes the utilization of the sensible and latent heat capacity of the entire longitudinal beam structure.

[0083] In some embodiments, the controller may also assist the air conditioner in operation using phase change materials.

[0084] For example, when the air conditioning heating mode is activated, the controller connects the second heat exchange pipe to the air conditioning cooling medium inlet pipe via a third switch. It should be noted that in heating mode, the cooling medium flowing through the air conditioning cooling medium inlet pipe is low-temperature return water that has already released its heat. For instance, after flowing through the cabin heater core, this cooling medium has transferred the heat it carries to the cabin, its own temperature decreases, and it then flows into the air conditioning cooling medium inlet pipe as the fluid to be heated.

[0085] The controller connects the second heat exchange pipeline to the air conditioning cooling medium inlet pipeline via a third switch. Low-temperature return water (low-temperature cooling medium) is introduced into the second heat exchange pipeline and exchanges heat with the phase change material in the first chamber. The first chamber stores high-temperature heat energy, and the phase change material releases heat to the low-temperature cooling medium. The cooling medium, heated by the second heat exchange pipeline, re-enters the air conditioning system's plate heat exchanger (operating as a condenser at this point) or electric heater, receiving secondary heating from the air conditioning system to reach the required cabin air supply temperature. Subsequently, the high-temperature cooling medium flows out of the air conditioning system again and is transported to the cabin heating core via the air conditioning cooling medium outlet pipeline, completing a new round of heat release.

[0086] For example, under winter driving conditions, the temperature of the cooling medium at the outlet of the cabin heater core is 30°C. In response to the activation of the heating mode, the controller closes the third switch, directing the 30°C return water into the second heat exchange pipeline. At this time, the first chamber maintains a temperature of 65°C due to prior heat storage. The return water absorbs the heat released by the phase change material, raising its temperature to 42°C before entering the condenser of the air conditioning heat pump system. The air conditioning system only needs to further heat this 42°C cooling medium to 52°C to meet the cabin heating requirements, thereby significantly reducing the heater's start-stop frequency and energy consumption.

[0087] In response to the activation of the air conditioning's cooling mode, the controller connects the first heat exchange pipe to the air conditioning cooling medium inlet pipe via the third switch. It should be noted that in cooling mode, the air conditioning cooling medium inlet pipe carries high-temperature return water that has absorbed heat from the heat source. For example, after flowing through the cabin air cooler, the cooling medium absorbs waste heat from the cabin, its own temperature rises, and it then flows into the air conditioning cooling medium inlet pipe as the fluid to be cooled.

[0088] The controller connects the first heat exchange pipeline and the air conditioning cooling medium inlet pipeline via a third switch. High-temperature return water (high-temperature cooling medium) is introduced into the first heat exchange pipeline and exchanges heat with the phase change material in the first chamber. The first chamber stores cold energy; the high-temperature return water releases heat to the phase change material, helping to lower its temperature. The cooling medium, cooled by the first heat exchange pipeline, re-enters the plate heat exchanger of the air conditioning system (operating as an evaporator) to receive secondary cooling from the air conditioning system, achieving the required liquid supply temperature for the cabin. Subsequently, the low-temperature cooling medium flows out of the air conditioning system again and is transported via the air conditioning cooling medium outlet pipeline to the cabin air cooler or battery cooling module, completing a new round of heat absorption.

[0089] For example, in summer, after a vehicle has been exposed to the sun for a long time, the interior temperature of the cabin can reach as high as 60°C. When the air conditioning is activated, the controller connects the first heat exchange pipe to the air conditioning coolant inlet pipe via a third switch. The high-temperature return water (approximately 55°C) from the cabin air cooler outlet flows into the first heat exchange pipe, where it exchanges heat with the low-temperature phase change material in the third chamber, for example, reducing its temperature to 28°C. Subsequently, the coolant at 28°C enters the air conditioning plate heat exchanger, and the air conditioning compressor only needs to cool it from 28°C to 12°C. In contrast, if the first heat exchange pipe is not activated, the compressor must directly cool the 55°C return water to 12°C, resulting in a significant increase in energy consumption.

[0090] Through the above pretreatment, the cabin air outlet temperature can be reduced from 60℃ to below 20℃ in a very short time, achieving rapid cooling, significantly improving the user experience, while effectively avoiding compressor start-stop vibration and noise under high load conditions, and extending the electric vehicle's driving range.

[0091] The following describes a control system and control method provided by this application, with reference to specific embodiments.

[0092] This application belongs to the field of electric vehicle thermal management technology, specifically relating to an integrated thermal management system and its control method that utilizes the internal cavity of the longitudinal beam of the electric vehicle chassis to encapsulate phase change material and realizes whole vehicle thermal management through two control modes.

[0093] With the increasing popularity of electric vehicles, the energy consumption of the vehicle's thermal management system has become a key factor affecting driving range and battery life. Related technology one proposes an electric vehicle air conditioning system based on phase change material energy storage, utilizing charging stations to store energy during off-peak electricity prices and independently cooling / heating the battery and passenger compartment. Related technology two further divides the energy storage device into a cold storage module and a heat storage module, integrating them into the cooling water circulation circuit and the ATS heat dissipation circuit, respectively.

[0094] Related technology three employs an integrated chassis structure with crisscrossing grids, each grid filled with phase change material and connected to heating modules, cooling modules, and a loop water pump. This solution relies on an active system of cooling pipes and circulating water pumps, resulting in a complex structure and requiring additional electrical energy to drive the pumps.

[0095] Related technology four involves setting up cooling channels inside the chassis body, which are filled with liquid metal; and placing solid phase change material blocks on the inner wall of the cavity, which are attached to the inner surface of the cover plate. In this solution, the phase change material is attached to the inner wall surface of the cavity as an additional functional layer. Essentially, it is adding a phase change material layer inside the chassis structure, rather than transforming the structural component itself into an energy storage device.

[0096] Related technology five involves installing partition beams between battery modules. These partition beams have phase change cavities filled with phase change materials. The partition beams in this solution are located inside the battery pack, and their technical purpose is to rapidly absorb heat in the event of thermal runaway within the battery pack. This is a safety protection device within the battery pack, rather than a vehicle-level thermal management system.

[0097] Common limitations of existing technologies: While the aforementioned existing technologies have achieved integration of phase change materials (PCMs) with vehicle structures to varying degrees, the carriers of these PCMs are all internal components of the battery pack, the grid structure in the chassis frame, or additional layers on the inner walls of chassis cavities. None of these solutions directly encapsulate the PCMs within the existing structural cavities of the vehicle chassis longitudinal beams and utilize solid-state heat-conducting interfaces on the outer walls of the longitudinal beams for heat exchange with the battery pack. Furthermore, none of these solutions address the impact of battery charge-discharge cycle counts on battery life through structural design.

[0098] This application aims to overcome the aforementioned deficiencies of the prior art and provide an electric vehicle chassis longitudinal beam structure integrating phase change energy storage and thermal management, along with its control method. The phase change energy storage function is directly integrated into the original longitudinal beam structure of the electric vehicle chassis, achieving structural-functional integration. Phase change materials in each temperature zone are physically isolated, and heat is managed through a solid-state thermal switch. This achieves spatiotemporal heat transfer throughout the vehicle without increasing additional space requirements, effectively reducing ineffective charge-discharge cycles and extending battery life.

[0099] like Figure 1 and Figure 2 As shown, this application provides a longitudinal beam structure for an electric vehicle chassis that integrates phase change energy storage and thermal management.

[0100] The longitudinal beam 1 extends along the front-to-back direction of the vehicle and is made of extruded hollow aluminum alloy profile. Inside, there is a sealed cavity 11 extending along the length direction. The sealed cavity 11 is filled with phase change material, and the filling volume accounts for 85% of the total cavity volume, with 15% of the volume reserved to accommodate the volume expansion of the phase change material during the solid-liquid phase change process.

[0101] like Figure 2 As shown, the interior of the longitudinal beam 1 is divided along its length into three physically sealed, non-interconnected phase change material (PCM) encapsulation chambers by two transverse partitions: a front high-temperature zone (Zone A), a middle medium-temperature zone (Zone B), and a rear low-temperature zone (Zone C). The PCM materials filling each chamber have different PCM temperatures, forming a temperature gradient distribution along the length of the longitudinal beam 1. For example, the PCM material in Zone A (the high-temperature zone, i.e., the first chamber) has a PCM temperature of 70°C and is used to recover high-quality waste heat generated by the motor, electronic control, and other drive systems; the PCM material in Zone B (the medium-temperature zone, i.e., the second chamber) has a PCM temperature of 40°C and is used for constant temperature control of the battery pack; the PCM material in Zone C (the low-temperature zone, i.e., the third chamber) has a PCM temperature of 10°C and is used for auxiliary cooling of the cabin air conditioning system.

[0102] Selective heat conduction between the chambers is achieved only through the metal thermally conductive frame 13 and thermal switches (such as the first thermal switch 9 and the second thermal switch 8), with no liquid phase change material flowing between them.

[0103] In some embodiments, each encapsulation chamber is provided with an enhanced heat exchange structure.

[0104] For example, the enhanced heat exchange structure includes metal fins arranged circumferentially along the inner wall of the cavity. The height of the fins is 20% of the cross-sectional size of the cavity and is integrally formed with the inner wall of the longitudinal beam 1 to increase the heat exchange area between the phase change material and the wall of the longitudinal beam 1.

[0105] For example, the enhanced heat exchange structure includes a metal thermally conductive skeleton that extends along the length of the longitudinal beam 1 and penetrates each encapsulation chamber. It is made of copper-aluminum alloy and has a diameter of 10 mm, and is used to establish an efficient heat conduction channel inside the longitudinal beam 1.

[0106] For example, the enhanced heat exchange structure includes a thermal switch disposed between the metal thermally conductive frames in each chamber. It contains a piezoelectric drive element; when the vehicle controller applies a DC voltage, the piezoelectric element drives the contacts to close, creating a continuous, low-thermal-resistance thermally conductive path between the metal thermally conductive frames of adjacent chambers. When the power is off, the contacts separate, creating an air layer within the thermally conductive gap, thus blocking heat conduction. The thermal switch is used to control the selective connection or disconnection between the metal thermally conductive frames of adjacent chambers.

[0107] In some embodiments, the outer wall of the longitudinal beam 1 is provided with the following heat conduction interfaces: A battery pack thermal interface is located on the outer wall of the longitudinal beam 1 facing the battery pack, and includes a thermally conductive boss and an elastic thermally conductive pad. The thermally conductive boss is integrally formed with the outer wall of the longitudinal beam 1, is made of aluminum alloy, and has a height of 5mm. The elastic thermally conductive pad is attached to the surface of the thermally conductive boss, is made of graphene-reinforced silicone, has a thickness of 2mm, a thermal conductivity of 5W / (m·K), and is in close contact with the bottom shell of the battery pack, forming a solid-state thermal conduction path between the longitudinal beam 1 and the battery pack.

[0108] Cabin air conditioning heat exchange interface; located on the outer wall of longitudinal beam 1 facing the passenger compartment, including embedded heat exchange piping assembly, connecting pipes, and electrically controlled three-way valve (first switch). Figure 2 As shown, the embedded heat exchange piping assembly includes a second heat exchange piping 3 and a first heat exchange piping 4 pre-embedded in the groove on the outer wall of the longitudinal beam 1. Both are made of copper tubing with a diameter of 12mm, and are filled with thermally conductive silicone grease between themselves and the wall of the longitudinal beam 1. The second heat exchange piping 4 is tightly fitted to the outer wall of area A and is used to absorb heat from area A for cabin heating; the first heat exchange piping 3 is tightly fitted to the outer wall of area C and is used to release cold energy into area C for cabin cooling.

[0109] The outlets of the second heat exchange pipeline 4 and the first heat exchange pipeline 3 are joined by a connecting pipeline and then connected to the cabin air conditioning circulation pipeline (i.e., the air conditioning cooling water outlet pipeline) via an electrically controlled three-way valve. The electrically controlled three-way valve is driven by a stepper motor and receives control signals from the controller, enabling it to selectively direct the cooling medium to the second heat exchange pipeline 4 or the first heat exchange pipeline 3.

[0110] The forward engine compartment heat source coupling interface is located on the outer wall of the front end of longitudinal beam 1, and its specific structure is as follows: Figure 2As shown: A serpentine heat exchange tube, made of copper and with a diameter of 10mm, is pre-embedded in the groove on the outer wall of area A, and filled with thermally conductive silicone grease between it and the outer wall of area A. The inlet end of the serpentine heat exchange tube is connected to the motor water jacket outlet pipe via an electrically controlled branch valve (second switch 10), and the outlet end flows into the motor cooling medium return water pipe. The electrically controlled branch valve is controlled by a controller. When it is necessary to recover waste heat from the motor, the electrically controlled branch valve opens, and some of the high-temperature motor cooling medium flows through the serpentine heat exchange tube across the outer wall of area A, with heat being conducted to the phase change material in area A through the pipe wall; when recovery is not required, the electrically controlled branch valve closes, and all the cooling medium flows to the radiator.

[0111] In some embodiments, the longitudinal beam includes a composite insulation layer. The outer wall of the longitudinal beam 1, except for the heat-conducting boss, the coupling area of ​​the heat exchange piping assembly, and the area where the forward engine compartment heat source coupling interface is located, is covered with a composite insulation layer. The composite insulation layer includes, from the inside out: Aerogel insulation layer: 5mm thick, thermal conductivity 0.02W / (m·K); Vacuum insulation panel: 10mm thick, thermal conductivity 0.005W / (m·K); Metal outer cladding layer: 1mm thick, made of aluminum alloy.

[0112] like Figure 4 As shown, the chassis longitudinal beams integrating phase change materials can exchange heat with the battery pack through a controller, such as the vehicle controller. They can also exchange heat with the motor cooling circuit, again under controller control. Furthermore, they can utilize the charging station's electrical energy for pre-storage of cold or heat, and finally, through controller control, exchange heat with the cabin air conditioning system.

[0113] The following is combined Figure 5 Let me introduce it.

[0114] S501, determine whether the vehicle is in a charging state and whether the battery state of charge is ≥95%.

[0115] S502, determine that the vehicle is in a charging state and the battery state of charge is ≥95%, and determine the ambient temperature Tenv.

[0116] S503, if Tenv≥30℃, perform cold storage.

[0117] For example, when the air conditioner compressor is started, the cooling medium is introduced into the first heat exchange pipe 3 through the electronically controlled three-way valve, so that the phase change material in zone C is cooled to the target temperature, such as 10°C; at the same time, the second thermal switch between zone B and zone C is closed, and the cold energy in zone C is conducted to zone B through the metal heat-conducting frame. After zone B drops to the target temperature, such as 20°C, the thermal switch is opened, and the cold storage is completed.

[0118] S504: If Tenv ≤ 10°C, perform heat storage.

[0119] Start the PTC heater, guide the cooling medium into the second heat exchange pipeline 4 through the electronically controlled three-way valve, so as to heat the phase change material in zone A to a target temperature, for example, 70°C; meanwhile, close the first thermal switch between zone A and zone B, the heat in zone A is conducted to zone B through the metal heat conduction framework, and the thermal switch is turned off after zone B rises to a target temperature, for example, 45°C, so that heat storage is completed.

[0120] In some embodiments, if 10°C < Tenv < 30°C, maintain the current state.

[0121] In some embodiments, after cold storage or heat storage is completed, the system enters a heat preservation state. In the heat preservation state, when the temperature of any chamber deviates from the target value by more than ±5°C, supplementary energy storage is automatically started, and the corresponding operations are repeated.

[0122] S506: Determine whether the vehicle is in a driving state.

[0123] S507: If the vehicle is in a driving state, the controller reads in real time the temperature TA of the phase change material in zone A, the temperature TB of the phase change material in zone B, the temperature TC of the phase change material in zone C, the battery temperature Tbat, and the operating temperature Tmotor of the electric motor.

[0124] S508: The controller performs heat dissipation or heating for the battery pack based on the temperature TA, the temperature TB, the temperature TC and the battery temperature Tbat.

[0125] For example, if Tbat < 25°C and TA ≥ 60°C, close the AB thermal switch to conduct the heat in zone A to zone B to heat the battery pack, and disconnect the thermal switch until Tbat ≥ 25°C; if Tbat < 25°C but TA < 60°C, the heat in zone A is insufficient to perform heating, then execute S509; for example, if Tbat > 35°C and TC ≤ 15°C, close the BC thermal switch to conduct the cold energy in zone C to zone B to cool the battery pack, and disconnect the thermal switch until Tbat ≤ 35°C; if Tbat > 35°C but TC > 15°C, the cold energy in zone C is insufficient to perform cooling, then execute S509.

[0126] S508: The controller performs waste heat recovery based on the operating temperature Tmotor of the electric motor and the temperature TA.

[0127] For example, when Tmotor ≥ 65°C and TA ≤ 65°C, open the electronically controlled branch valve, the high-temperature motor cooling medium flows through the outer wall of zone A via the serpentine heat exchange tube, and the heat is conducted through the tube wall to the phase change material in zone A for storage; when TA ≥ 70°C or Tmotor < 60°C, close the electronically controlled branch valve. In some embodiments, if Tmotor ≤ 65°C, execute S509.

[0128] S509, the controller performs chamber thermal equilibrium control.

[0129] For example, when |TA-TB|≥20℃ and battery heating is not currently in progress, the first thermal switch is closed and opened after the temperature difference is ≤5℃; when |TB-TC|≥20℃ and battery cooling is not currently in progress, the BC thermal switch is closed and opened after the temperature difference is ≤5℃.

[0130] S510, the controller performs auxiliary control of the cabin air conditioning.

[0131] For example, when the cabin needs cooling, the electronically controlled three-way valve directs 100% of the cooling medium into the first heat exchange pipe 3, which exchanges heat with zone C and then enters the air conditioning system, using the cooling capacity of zone C to assist in cooling; when the cabin needs heating, the electronically controlled three-way valve directs 100% of the cooling medium into the second heat exchange pipe 4, which exchanges heat with zone A and then enters the air conditioning system, using the heat from zone A to assist in heating.

[0132] This application utilizes the existing cavities of the longitudinal beams in the electric vehicle chassis to encapsulate phase change materials, without adding any extra components or space. While retaining the original structural load-bearing function, the longitudinal beams also acquire phase change heat / cold storage capabilities. Each chamber is completely sealed, preventing the phase change materials from mixing and ensuring long-term stability of the phase change temperature in each zone. Heat distribution between chambers is achieved through thermal switches and a metal thermally conductive frame, eliminating the need for liquid medium flow, resulting in zero additional pump power consumption and high reliability. It only includes a parking charging energy storage mode and a driving intelligent scheduling mode, with clear control logic and ease of engineering implementation. By using the electrical energy from the charging pile to pre-store cold / heat for the phase change materials, the battery is freed from passively participating in temperature regulation, reducing ineffective charge / discharge cycles and effectively extending battery life.

[0133] Figure 6 This is a schematic diagram of the structure of a control device 600 provided in an embodiment of this application, as shown below. Figure 6 As shown, the control device 600 includes a first control unit 610 and a second control unit 620.

[0134] The first control unit 610 is used to drive the air conditioner to work in cooling or heating mode using the electrical energy supplied by the charging pile when the vehicle is in charging mode, and to store cold or heat for the phase change material through the first heat exchange pipe or the second heat exchange pipe. The second control unit 620 uses phase change materials to dissipate heat or heat the battery pack when the vehicle is in driving condition.

[0135] In some embodiments, the first control unit 610 is used to control the air conditioner to operate in cooling mode using the electrical energy supplied by the charging pile when the vehicle is in charging mode, and to control the first heat exchange pipeline to be connected to the air conditioner cooling medium outlet pipeline to store cold for the phase change material; or, to control the air conditioner to operate in heating mode using the electrical energy supplied by the charging pile, and to control the second heat exchange pipeline to be connected to the air conditioner cooling medium outlet pipeline to store heat for the phase change material.

[0136] In some embodiments, the first control unit 610 is used to control the air conditioner to operate in cooling mode using the power supplied by the charging pile when the ambient temperature exceeds a first ambient temperature threshold, and to control the second thermal switch to open until the temperature of the phase change material in the third cavity reaches the first target temperature and the temperature of the phase change material in the second cavity reaches the second target temperature; the first target temperature is lower than the second target temperature. In some embodiments, the first control unit 610 is used to control the air conditioner to operate in heating mode using the power supplied by the charging pile when the ambient temperature is lower than the second ambient temperature threshold, and to control the first thermal switch to open until the temperature of the phase change material in the first cavity reaches the third target temperature and the temperature of the phase change material in the second cavity reaches the fourth target temperature; the third target temperature is higher than the fourth target temperature.

[0137] In some embodiments, the second control unit 620 is configured to, when the vehicle is in driving condition, acquire a first temperature of the phase change material in the first cavity, a second temperature of the phase change material in the third cavity, and the battery temperature of the battery pack; if the battery temperature is lower than a first battery temperature threshold and the first temperature exceeds the first temperature threshold, control the first thermal switch to open to heat the battery pack until the battery temperature is higher than the first battery temperature threshold; or, if the battery temperature is higher than a second battery temperature threshold and the second temperature is lower than the second temperature threshold, control the second thermal switch to open to dissipate heat from the battery pack until the battery temperature is lower than the second battery temperature threshold.

[0138] In some embodiments, the second control unit 620 is configured to acquire the operating temperature of the motor in the vehicle; and when the operating temperature of the motor is higher than a first operating temperature threshold and the first temperature is lower than a third temperature threshold, control the second switch to start until the operating temperature of the motor is lower than the second operating temperature threshold or the first temperature is lower than a fourth temperature threshold; wherein the second operating temperature threshold is lower than the first operating temperature threshold and the fourth temperature threshold is lower than the third temperature threshold.

[0139] In some embodiments, the second control unit 610 is configured to control the first thermal switch to open when the first temperature difference between the phase change material in the first cavity and the phase change material in the second cavity is higher than the first temperature difference threshold, until the first temperature difference is lower than the second temperature difference threshold; and / or, when the second temperature difference between the phase change material in the second cavity and the phase change material in the third cavity is higher than the third temperature difference threshold, control the second thermal switch to open until the second temperature difference is lower than the fourth temperature difference threshold.

[0140] In some embodiments, the second control unit 620 is configured to control the first heat exchange pipeline to be connected to the air conditioning cooling medium inlet pipeline via a third switch in response to the activation of the air conditioning heating mode; and / or, in response to the activation of the air conditioning cooling mode, control the first heat exchange pipeline to be connected to the air conditioning cooling medium inlet pipeline via a third switch.

[0141] Figure 7 This is a schematic diagram of the structure of a control device provided in an embodiment of this application, such as... Figure 7 As shown, the control device 700 includes one or more processors 710 and one or more memories 720.

[0142] The processor 710 can support the control device 700 in implementing the methods described in the preceding method embodiments.

[0143] The memory 720 stores a program that can be executed by the processor 710, causing the processor 710 to perform the methods described in the preceding method embodiments. The memory 720 may be independent of the processor 710 or integrated into the processor 710.

[0144] Optionally, the control device 700 may also include a transceiver 730. The processor 710 can communicate with other devices or chips via the transceiver 730. For example, the processor 710 can send and receive data with other devices or chips via the transceiver 730.

[0145] This application provides a computer storage medium that stores one or more programs, which can be executed by one or more processors to implement the steps of the methods described in any of the above embodiments.

[0146] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0147] The aforementioned processor can be at least one of the following: application-specific integrated circuit (ASIC), digital signal processor (DSP), digital signal processing device (DSPD), programmable logic device (PLD), field-programmable gate array (FPGA), central processing unit (CPU), control module, microcontroller module, and microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0148] The aforementioned computer storage media / memory can be read-only memory, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD ROM), etc.

[0149] This application provides a computer program including computer-readable code. When the computer-readable code runs in an electronic device, the processor in the electronic device executes some or all of the steps in the above-described method.

[0150] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0151] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0152] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0154] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0155] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0156] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0157] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an in-vehicle terminal (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0158] The above are merely embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0159] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A control system, characterized in that, Applied to vehicles, the system includes: The chassis includes a longitudinal beam extending along the length of the vehicle; the longitudinal beam has a sealed cavity extending along the length of the vehicle, the sealed cavity being filled with a phase change material; the longitudinal beam is coupled to a first heat exchange pipeline and a second heat exchange pipeline, the first heat exchange pipeline and the second heat exchange pipeline being coupled to an air conditioning system in the vehicle. The outer wall of the longitudinal beam is thermally coupled to the battery pack in the vehicle, and is used to heat or dissipate heat from the battery pack. The controller is used to drive the air conditioner to operate in cooling or heating mode using the electrical energy supplied by the charging pile when the vehicle is in charging mode, and to store cold or heat for the phase change material through the first heat exchange pipe or the second heat exchange pipe; and to use the phase change material to dissipate heat or heat the battery pack when the vehicle is in driving mode.

2. The system according to claim 1, characterized in that, The sealed cavity includes a first cavity, a second cavity, and a third cavity arranged sequentially along the length of the vehicle; The phase change temperature of the phase change material in the first cavity is higher than that of the phase change material in the second cavity; the phase change temperature of the phase change material in the second cavity is higher than that of the phase change material in the third cavity. The outer wall of the first cavity is thermally coupled to the second heat exchange pipe; the outer wall of the second cavity is thermally coupled to the first heat exchange pipe; wherein, the first heat exchange pipe and the second heat exchange pipe are connected to the air conditioning cooling medium outlet pipe in the vehicle through a first switch; The outer wall of the third cavity is thermally coupled to the battery pack in the vehicle.

3. The system according to claim 2, characterized in that, The sealed cavity includes a heat-conducting frame that runs through the first cavity, the second cavity, and the third cavity; The thermally conductive frame includes a first thermal switch and a second thermal switch; The first thermal switch is used to conduct heat transfer between the first cavity and the second cavity; The second thermal switch is used to conduct heat between the second cavity and the third cavity.

4. The system according to claim 2 or 3, characterized in that, The outer wall of the first cavity is also thermally coupled to the third heat exchange circuit; the inlet end of the third heat exchange circuit is connected to the motor water jacket outlet pipe through the second switch, and the outlet end is connected to the motor cooling medium return water pipe. The first heat exchange pipeline and the second heat exchange pipeline are also connected to the air conditioning cooling medium inlet pipeline in the vehicle via a third switch.

5. A control method, characterized in that, The method, applied to a control system in a vehicle, includes: When the vehicle is in charging mode, the air conditioner is driven to work in cooling or heating mode by the power supplied by the charging pile, and the phase change material is stored in cold or heat through the first heat exchange pipe or the second heat exchange pipe. When the vehicle is in operation, the phase change material is used to dissipate heat or heat the battery pack.

6. The method according to claim 5, characterized in that, When the vehicle is in charging mode, the air conditioner is driven to operate in cooling or heating mode using the electrical energy supplied by the charging pile, and cold or heat is stored for the phase change material through the first heat exchange pipe or the second heat exchange pipe, including: When the vehicle is charging, the power supplied by the charging pile controls the air conditioner to operate in cooling mode, and controls the first heat exchange pipe to be connected to the air conditioner cooling medium outlet pipe to store cold for the phase change material; or, the power supplied by the charging pile controls the air conditioner to operate in heating mode, and controls the second heat exchange pipe to be connected to the air conditioner cooling medium outlet pipe to store heat for the phase change material.

7. The method according to claim 6, characterized in that, The method of controlling the air conditioner's cooling mode using the power supplied by the charging pile includes: when the ambient temperature exceeds a first ambient temperature threshold, controlling the air conditioner's cooling mode using the power supplied by the charging pile. The method further includes: controlling the second thermal switch to open until the temperature of the phase change material in the third cavity reaches a first target temperature and the temperature of the phase change material in the second cavity reaches a second target temperature; the first target temperature is lower than the second target temperature. The method of controlling the air conditioner's heating mode using the power supplied by the charging pile includes: when the ambient temperature is lower than a second ambient temperature threshold, controlling the air conditioner's heating mode using the power supplied by the charging pile; the method further includes: controlling the first thermal switch to open until the temperature of the phase change material in the first cavity reaches a third target temperature and the temperature of the phase change material in the second cavity reaches a fourth target temperature; the third target temperature is higher than the fourth target temperature.

8. The method according to claim 5 or 6, characterized in that, The step of using the phase change material to dissipate heat or heat the battery pack when the vehicle is in driving condition includes: When the vehicle is in driving condition, the first temperature of the phase change material in the first cavity, the second temperature of the phase change material in the third cavity, and the battery temperature of the battery pack are obtained. When the battery temperature is lower than the first battery temperature threshold and the first temperature exceeds the first temperature threshold, the first thermal switch is turned on to heat the battery pack until the battery temperature is higher than the first battery temperature threshold. Alternatively, if the battery temperature is higher than the second battery temperature threshold and the second temperature is lower than the second temperature threshold, the second thermal switch is turned on to dissipate heat from the battery pack until the battery temperature is lower than the second battery temperature threshold.

9. The method according to claim 8, characterized in that, The method further includes: Obtain the operating temperature of the motor in the vehicle; When the operating temperature of the motor is higher than the first operating temperature threshold and the first temperature is lower than the third temperature threshold, the second switch is activated until the operating temperature of the motor is lower than the second operating temperature threshold or the first temperature is lower than the fourth temperature threshold; wherein the second operating temperature threshold is lower than the first operating temperature threshold and the fourth temperature threshold is lower than the third temperature threshold.

10. The method according to claim 5 or 6, characterized in that, The method further includes: When the first temperature difference between the phase change material in the first cavity and the phase change material in the second cavity is higher than the first temperature difference threshold, the first thermal switch is controlled to open until the first temperature difference is lower than the second temperature difference threshold. And / or, if the second temperature difference between the phase change material in the second cavity and the phase change material in the third cavity is higher than the third temperature difference threshold, the second thermal switch is controlled to open until the second temperature difference is lower than the fourth temperature difference threshold.

11. The method according to claim 6, characterized in that, The method further includes: In response to the activation of the air conditioner's heating mode, the first heat exchange pipeline is connected to the air conditioner's cooling medium inlet pipeline via the third switch; And / or, in response to the activation of the air conditioner's cooling mode, the third switch controls the first heat exchange pipeline to connect with the air conditioner's cooling medium inlet pipeline.

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