Integrated thermal management control method and system for transcritical co2 heat pump air conditioning system

Abstract

The application belongs to the technical field of power engineering and engineering thermophysics, and discloses a transcritical CO2 heat pump air conditioning system integrated heat management control method and system; the method comprises the following steps: obtaining the environment temperature during high-speed train operation, the real-time state of the heat element and the heat demand; based on the comprehensive heat factor, the rotating speed of the compressor in the transcritical CO2 heat pump air conditioning system is regulated to control the total capacity of the whole vehicle; wherein, if the comprehensive heat factor is less than the first preset target, the rotating speed of the compressor is increased to increase the heat capacity of the whole vehicle; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to the second preset target, the capacity distribution result is obtained based on the MPC control algorithm, and the capacity is adjusted; if the comprehensive heat factor is greater than the second preset target, the rotating speed of the compressor is reduced to reduce the heat capacity of the whole vehicle. The application can reduce the energy consumption under the premise of ensuring the functionality of the vehicle and the comfort of the members, and obtain the highest COP.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of power engineering and engineering thermophysics, relates to the field of heat pump air conditioning heat management energy distribution, and particularly relates to a transcritical CO2 heat pump air conditioning system integrated heat management control method and system. BACKGROUND

[0002] Under the global environmental protection theme, in order to meet the double carbon task of energy saving and emission reduction, it is necessary to reasonably utilize energy, reduce energy consumption and improve economic efficiency; among them, high-speed rail, as a widely used convenient transportation tool, is becoming the focus of development, and reducing the overall energy consumption of high-speed rail and proposing a more efficient and real-time monitoring heat management strategy are important.

[0003] Specifically, unlike general passenger cars, in the entire high-speed rail system, there are various cold / heat components, the cold / heat demand ratio is large, and a vapor compression system is needed to provide heat / cold; for example, the passenger cabin needs heating / cooling capacity matched with the environment temperature and humidity to maintain the temperature balance of the passenger cabin, so that passengers are in a relatively comfortable environment; for the motor system, during vehicle driving, the motor and motor controller system will generate heat due to winding loss, core loss, mechanical loss, etc. during work, and the heat accumulation will affect the insulation properties and service life of the material, and the battery cannot work at the best temperature, thereby reducing the energy supply efficiency and reducing the cruising range, so timely heat dissipation is needed; for the electronic control system, the power semiconductor will generate a large amount of heat due to the switching loss and on-state loss of IGBT (Insulated Gate Bipolar Transistor) and diode during work, and needs to be cooled in time; and for the transformer and inverter, when the load is loaded to the full rated value, the average temperature rise of the winding may be higher than the ambient temperature, and if the negative effects of the ambient temperature and heat accumulation are not handled in time, overheating may occur, affecting the service life; at the same time, there is a hot water heater device on the high-speed rail, which needs to use a vapor compression system to heat the hot water according to the demand.

[0004] As can be seen from the above, the heat utilization system on the high-speed rail is complex and multiple, and there is currently no suitable heat management strategy to achieve good environmental protection and energy saving, so there is an urgent need for a heat management method that can make each part get the energy suitable for the current working condition, fully meet the demand of each component itself, and on this basis, minimize the power consumption of the compressor, better utilize the waste heat, thereby achieving the effect of energy saving and obtaining a higher COP (Coefficient of Performance). SUMMARY

[0005] The purpose of the present application is to provide a transcritical CO2 heat pump air conditioning system integrated thermal management control method and system to solve one or more of the above technical problems. The technical solution provided by the present application distributes the vehicle energy according to the proposed control method, regulates and controls according to the data obtained by distribution, transports CO2 to each heat-using element, and realizes the reduction of energy consumption under the premise of ensuring the functionality and member comfort of the vehicle, and obtains the highest possible COP.

[0006] To achieve the above purpose, the present application adopts the following technical solutions:

[0007] The transcritical CO2 heat pump air conditioning system integrated thermal management control method provided by the present application comprises the following steps:

[0008] Obtain the environment temperature during high-speed rail operation, the real-time state of the heat-using element, and the heat demand; wherein the heat-using element at least includes a transformer converter, a motor electric control system, a hot water heater, and a passenger cabin;

[0009] Based on the comprehensive heat factor, the speed of the compressor in the transcritical CO2 heat pump air conditioning system is regulated and controlled to control the total capacity of the vehicle; wherein if the comprehensive heat factor is less than a first preset target, the compressor speed is increased to increase the heat capacity of the vehicle; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, the capacity distribution result is calculated based on the MPC control algorithm, and the capacity is allocated among the transformer converter, the motor electric control system, the passenger cabin, and the hot water heater based on the capacity distribution result; if the comprehensive heat factor is greater than the second preset target, the compressor speed is reduced to reduce the heat capacity of the vehicle.

[0010] The method of the present application is further improved in that the expression of the comprehensive heat factor γ is

[0011]

[0012] In the formula, A is an empirical parameter, T cabin is the car temperature, T trans is the transformer temperature, T conv is the converter temperature, T elec is the electric control system temperature, T motor is the motor system temperature, T water is the hot water heater temperature, and T0 is the environment temperature.

[0013] The method of the present application is further improved in that in the MPC control algorithm,

[0014] The prediction model is expressed as

[0015] Z=[T supply , T cabin , d cabin , Tmotor , T elec , v0, T conv , T trans , T water ] T ;

[0016] D = [ω comp , ε x , σ, π y , x] T ;

[0017] S = [W comp , Q c , Q h , COP] T ;

[0018] R = [T0, m, t] T ;

[0019] In the formula, Z is a state variable, T supply is a car air supply temperature, T cabin is a real-time car temperature, d cabin is a car humidity, T conv is a converter temperature, T trans is a transformer temperature, T motor is a motor temperature, T elec is an electronic control system temperature, v0 is a vehicle speed, T water is a hot water heater temperature; D is an action variable, ω comp is a compressor speed, ε x is an electromagnetic valve opening degree to each heat element, x is a code of each electromagnetic valve, σ is a four-way valve switching, π y is a hot water valve opening degree, y is a hot water valve code, and X is a running mode code; S is an output variable, W comp is a compression system power consumption, Q c is a refrigerating capacity, Q h is a heating capacity, and COP is a system energy efficiency ratio; R is a disturbance variable, T0 is an environment temperature, m is a road condition, and t is a travel time.

[0020] The method is further improved, and the step of calculating the capacity distribution result based on the MPC control algorithm comprises the following steps:

[0021] The state at the k+1 moment is determined by the state, action and disturbance of the system at the k moment, and the expression is,

[0022] Z k+1 = f(D k , Z k , R k );

[0023] The output at time k is determined by the state, action and disturbance at time k, and the expression is,

[0024] S k = g(Z k , D k , R k );

[0025] The discrete COP coefficient is obtained by discretizing the partial differential equation through the forward Euler method, and the expression is:

[0026]

[0027] The maximum value of the COP multivariable function is solved, and the capacity allocation result is obtained.

[0028] Further improvement of the method is that, based on the capacity allocation result, in the step of capacity allocation between the transformer inverter, the motor electric control system, the passenger cabin and the hot water heater,

[0029] When a certain heat-using element has cooling demand, if the temperature of the heat-using element with cooling demand is less than the first target temperature, the electromagnetic valve opening degree to the remaining heat-using elements is balanced based on the capacity allocation result, so that the comprehensive heat factor fluctuation is within the preset range, and the output control signal is output to reduce the electromagnetic valve opening degree to the heat-using element with cooling demand; if the temperature of the heat-using element with cooling demand is greater than or equal to the first target temperature and less than or equal to the second target temperature, the electromagnetic valve opening degree to all heat-using elements and the compressor speed are maintained unchanged; if the temperature of the heat-using element with cooling demand is greater than the second target temperature, the electromagnetic valve opening degree to all heat-using elements is balanced to stabilize the comprehensive heat factor, and the electromagnetic valve opening degree to the heat-using element with cooling demand is increased to increase the capacity, increase the refrigerating capacity and reduce the temperature.

[0030] Further improvement of the method is that, based on the capacity allocation result, in the step of capacity allocation between the transformer inverter, the motor electric control system, the passenger cabin and the hot water heater,

[0031] When a certain heating element has a heating demand, if the temperature of the heating element with the heating demand is less than the third target temperature, the electromagnetic valve opening degree to the remaining heating elements is balanced based on the capacity distribution result, so that the comprehensive heat factor fluctuation is within the preset range, and the control signal is output to increase the electromagnetic valve opening degree to the heating element with the heating demand, so as to increase the capacity, increase the heating capacity, and increase the temperature; if the temperature of the heating element with the heating demand is greater than or equal to the third target temperature and less than or equal to the fourth target temperature, the electromagnetic valve opening degree to all heating elements and the compressor speed are kept unchanged; if the temperature of the heating element with the heating demand is greater than the fourth target temperature, the electromagnetic valve opening degree to all heating elements is balanced to stabilize the comprehensive heat factor, and the electromagnetic valve opening degree to the heating element with the heating demand is reduced.

[0032] Further improvement of the method of the application is that the transcritical CO2 heat pump air conditioning system is based on a basic refrigeration cycle system, a set of vapor compression equipment is used to supply energy to the whole vehicle system, and heat exchangers for different heating elements are added, and the operation mode is switched by real-time change of different valves to distribute refrigerant to different heating elements for heat exchange.

[0033] Further improvement of the method of the application is that the transcritical CO2 heat pump air conditioning system includes a gas-liquid separator, a regenerator low-pressure side, a compressor, an indoor heat exchanger, a second plate heat exchanger, a transformer converter, a four-way valve, a first electronic water pump, a second electronic water pump, a third electronic water pump, a first PTC electric heating, a second PTC electric heating, a regenerator high-pressure side, a hot water heater, a motor electric control system, an outdoor heat exchanger, a low-temperature heat exchanger, and a first plate heat exchanger.

[0034] The outlet of the compressor is connected with a fourth electromagnetic valve, and then is divided into three branches. The first branch is connected with a third electromagnetic valve, and then is connected with a gas-liquid separator. The second branch is connected with a seventh electromagnetic valve, and then enters a second plate heat exchanger, and then enters a high-pressure side of a regenerator through a first throttling valve. The third branch is connected with an eighth electromagnetic valve, and then enters an indoor heat exchanger, and then enters the high-pressure side of the regenerator through a second throttling valve. The outlet of the high-pressure side of the regenerator is connected with an outdoor heat exchanger, and then is connected with the first plate heat exchanger, and then is divided into two branches. The first branch is connected with a second electromagnetic valve, and then is connected with the gas-liquid separator. The second branch is connected with the first electromagnetic valve, and then is connected with the compressor. The gas-liquid separator is connected with a low-pressure side of the regenerator, and then is connected with the inlet of the compressor. On the circulating water side, a first electronic water pump is connected with a first PTC heating, and then enters a hot water heater through a first hot water valve, and finally returns to the first electronic water pump. An outlet of a second electronic water pump is connected with a motor electric control system, and then enters a low-temperature heat exchanger through a sixth electromagnetic valve. An outlet thereof is connected with the first plate heat exchanger through a fifth electromagnetic valve, and then is divided into two branches. The first branch is connected with the hot water heater, and then returns to the first plate heat exchanger through a second hot water valve. The second branch is connected with the fifth electromagnetic valve and the sixth electromagnetic valve respectively, and then is connected with a four-way valve at the end, and returns to the second electronic water pump in the parallel connection. A third electronic water pump is connected with a second PTC electric heating, and then is connected with a second plate heat exchanger, and then is divided into two branches. The first branch enters the hot water heater through a third hot water valve, and then returns to the second plate heat exchanger. The second branch is connected with a transformer and a current transformer, and then is connected with the four-way valve, and returns to the third electronic water pump in the parallel connection.

[0035] The first electromagnetic valve is arranged in a communication pipeline between the first plate heat exchanger and the outlet of the compressor. The second electromagnetic valve is arranged in a communication pipeline between the inlet of the gas-liquid separator and the first plate heat exchanger. The third electromagnetic valve is arranged in a communication pipeline between the inlet of the gas-liquid separator and the second plate heat exchanger. The fourth electromagnetic valve is arranged in a communication pipeline between the outlet of the compressor and the second plate heat exchanger. The fifth electromagnetic valve is arranged in a communication pipeline between the first plate heat exchanger and the low-temperature heat exchanger. The sixth electromagnetic valve is arranged in a communication pipeline between the motor electric control system and the low-temperature heat exchanger. The seventh electromagnetic valve is arranged in a communication pipeline between the first throttling valve and the fourth electromagnetic valve. The eighth electromagnetic valve is arranged in a communication pipeline between the fourth electromagnetic valve and the indoor heat exchanger. The first hot water valve is used for controlling whether the hot water heater needs to use the PTC electric heating for heat supplement. The second hot water valve is used for controlling whether the heat exchange capacity of the first plate heat exchanger is used for heating of hot water. The third hot water valve is used for controlling whether the heat exchange capacity of the second plate heat exchanger is used for heating of hot water.

[0036] Further improvement of the method is that, in the step of capacity allocation among the transformer, the motor electric control system, the passenger cabin and the hot water heater based on the capacity distribution result,

[0037] The valve opening changes of all modes are shown in the following table.

[0038]

[0039] In the table, represents the valve full open, represents the valve full close, represents the result according to the MPC calculation to control the output action, so that the valve is opened to a certain extent to control the flow; epsilon x is the opening of the electromagnetic valve to each heat-using element, x is the code of each electromagnetic valve, 1-8 correspond to the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve, the sixth electromagnetic valve, the seventh electromagnetic valve, and the eighth electromagnetic valve in turn; sigma is the switching condition of the four-way valve; pi y is the opening of the hot water valve, y is the code of the hot water valve, 1-3 correspond to the first hot water valve, the second hot water valve, and the third hot water valve in turn;

[0040] Mode 0 is off; mode 1 is that the passenger cabin and the transformer inverter refrigerate simultaneously; mode 2 is that the passenger cabin refrigerates alone and the transformer inverter has no heat demand; mode 3 is that the passenger cabin refrigerates and the transformer inverter self-heats; mode 4 is that the motor rapidly cools; mode 5 is that the transformer inverter is in a single cooling state; mode 6 is that the transformer inverter is in a single heating state; mode 7 is that the transformer inverter and the motor heat simultaneously; mode 8 is that the passenger cabin heats alone; mode 9 is that the passenger cabin and the transformer inverter heat simultaneously; and mode 10 is that the passenger cabin, the transformer inverter, and the motor control system heat simultaneously.

[0041] The application provides a transcritical CO2 heat pump air conditioning system integrated heat management control system, which comprises:

[0042] The data acquisition module is used for acquiring the environmental temperature during high-speed train operation, the real-time state of the heat-using element, and the heat demand; wherein the heat-using element at least comprises a transformer inverter, a motor control system, a hot water heater, and a passenger cabin.

[0043] The integrated regulation and control module is used for regulating and controlling the rotating speed of the compressor in the transcritical CO2 heat pump air conditioning system based on the comprehensive heat factor to control the total capacity of the whole vehicle; wherein if the comprehensive heat factor is less than a first preset target, the rotating speed of the compressor is increased to increase the heat capacity of the whole vehicle; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, the capacity distribution result is obtained based on the MPC control algorithm, and the capacity is distributed among the transformer inverter, the motor control system, the passenger cabin, and the hot water heater based on the capacity distribution result; and if the comprehensive heat factor is greater than the second preset target, the rotating speed of the compressor is reduced to reduce the heat capacity of the whole vehicle.

[0044] Compared with the prior art, the application has the following beneficial effects:

[0045] In view of the technical defects that the heat elements on high-speed rails are various and complex, and there is no suitable heat management strategy, the application specifically provides a cross-critical CO2 heat pump air conditioning system integrated heat management control method, according to the control method, the energy of the whole vehicle is distributed, and the obtained data is regulated and controlled, so that the energy consumption is reduced under the premise of ensuring the functionality of the vehicle and the comfort of the members, and the COP is as high as possible.

[0046] The application uses the MPC predictive control algorithm, comprehensively considers the heat demand in the vehicle and the external environment to calculate the valve opening change result, enters different heat modes according to the valve opening change result, and regulates and controls the valve opening of each specific electromagnetic valve, so that the capacity distribution of the control system is achieved, the energy can be accurately controlled, there is no waste, the system energy consumption is reduced, and the COP of the high-speed rail heat system is improved; the technical means adopted by the application has the characteristics of accuracy and high efficiency, and can provide an effective heat management strategy reference for the use of the cross-critical CO2 heat pump air conditioner on high-speed rails. BRIEF DESCRIPTION OF DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following briefly introduces the drawings needed to be used in the embodiments or prior art description; obviously, the drawings in the following description are some embodiments of the application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0048] Figure 1 is a flowchart of a cross-critical CO2 heat pump air conditioning system integrated heat management control method provided by the embodiment of the application;

[0049] Figure 2 is a logic diagram of the total discharge amount regulated by the comprehensive heat factor in the embodiment of the application;

[0050] Figure 3 is a principle diagram of the MPC algorithm for distribution in the embodiment of the application;

[0051] Figure 4 is a schematic diagram of a rail transit cross-critical CO2 heat pump air conditioning system in the embodiment of the application;

[0052] Figure 5 is a schematic diagram of a cross-critical CO2 heat pump air conditioning system integrated heat management control system provided by the embodiment of the application;

[0053] In the figure, 1, gas-liquid separator; 2, low-pressure side of regenerator; 3, compressor; 4, indoor heat exchanger; 5, second plate heat exchanger; 6, transformer converter; 7, four-way valve; 8, first electronic water pump; 9, second electronic water pump; 10, third electronic water pump; 11, first PTC electric heating; 12, second PTC electric heating; 13, high-pressure side of regenerator; 14, hot water heater; 15, motor electric control system; 16, outdoor heat exchanger; 17, low-temperature heat exchanger; 18, first plate heat exchanger;

[0054] 20, first electromagnetic valve; 21, second electromagnetic valve; 22, third electromagnetic valve; 23, fourth electromagnetic valve; 24, fifth electromagnetic valve; 25, sixth electromagnetic valve; 26, seventh electromagnetic valve; 27, eighth electromagnetic valve; 28, first throttling valve; 29, second throttling valve; 30, first hot water valve; 31, second hot water valve; 32, third hot water valve. DETAILED DESCRIPTION

[0055] In order to make the personnel in the technical field better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

[0056] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0057] The present application will be described in further detail below in conjunction with the drawings:

[0058] Please refer to Figure 1 The embodiment of the present application provides a transcritical CO2 heat pump air conditioning system integrated heat management control method, which is a control method for realizing optimal energy distribution of transcritical CO2 heat pump air conditioning system integrated heat management of rail transit, comprising the following steps:

[0059] Step 1, obtain the ambient temperature at high-speed running time, the real-time state of the heat-using elements and the heat demand; wherein the heat-using elements specifically include the transformer and converter 6, the motor and electric control system 15, the hot water heater 14, the passenger cabin, etc.

[0060] Step 2, based on the comprehensive heat factor, the rotating speed of the compressor 3 in the transcritical CO2 heat pump air conditioning system is regulated to control the total capacity of the vehicle; wherein if the comprehensive heat factor is less than a first preset target, the rotating speed of the compressor 3 is increased to increase the total heat capacity of the vehicle; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, the capacity distribution result is obtained based on the MPC control algorithm (Model Predictive Control), and the capacity to different heat-using elements is adjusted based on the capacity distribution result (for example, the capacity can be allocated among the transformer and converter 6, the motor and electric control system 15, the passenger cabin, and the hot water heater 14); if the comprehensive heat factor is greater than the second preset target, the rotating speed of the compressor 3 is reduced to reduce the total heat capacity of the vehicle.

[0061] The transcritical CO2 heat pump air conditioning system in the embodiment of the application is based on a basic refrigeration cycle system, uses a set of vapor compression equipment to supply energy to the vehicle system, adds heat exchangers for different heat-using elements (for example, the motor and electric control system 15, the transformer and converter 6, and the hot water heater 14 system), and switches the operation mode by real-time change of different valves to distribute the refrigerant to different heat-using elements for heat exchange; wherein the valve opening is regulated in real time to utilize the heat demand and characteristics of each component to fully recover waste heat and reduce heat loss.

[0062] The expression of the comprehensive heat factor γ is specifically exemplified in the embodiment of the application as,

[0063]

[0064] In the formula, A is an empirical parameter (obtained by investigation; for example, the value is about 0.7≤A≤0.9), T cabin is the vehicle cabin temperature, T trans is the transformer temperature, T conv is the converter temperature, T elec is the electric control system temperature, T motor is the motor system temperature, T water is the hot water heater temperature, and T0 is the ambient temperature.

[0065] Please refer to Figure 2The embodiment of the present application is specifically exemplified, the comprehensive heat factor is used for integrating the whole vehicle heat integration, the first set range is 0<=gamma<0.5, the second set range is 0.5<=gamma<=1, and the third set range is 1<gamma, and corresponding regulation and control are carried out according to different target set ranges.

[0066] Please refer to Figure 3 The embodiment of the present application is specifically exemplified, the MPC control algorithm takes the temperature of the vehicle cabin, the temperature of the vehicle cabin, the humidity of the vehicle cabin, the temperature of the motor electric control system, the vehicle speed, the temperature of the transformer and the temperature of the hot water heater as input signals, takes the compressor speed, the opening degree of each electromagnetic valve belonging to different heat elements and different operation modes as output signals, takes the power consumption of the compression system, COP, refrigerating capacity and heating capacity as control target signals, and takes the environmental temperature, road conditions and travel time as disturbance signals.

[0067] The prediction model in the MPC control algorithm is expressed as,

[0068] Z=[T supply , T cabin , d cabin , T m。tor , T elec , v0, T conv , T trans , T water ] T ;

[0069] D=[ω comp , epsilon x , sigma, pi y , x] T ;

[0070] s=[W comp , Q c , Q h , COP] T ;

[0071] R=[T0, m, t] T ;

[0072] In the formula, Z is a state variable, T supply is the temperature of the vehicle cabin, T cabin is the real-time temperature of the vehicle cabin, d cabin is the humidity of the vehicle cabin, T conv is the temperature of the transformer, T trans is the temperature of the transformer, T motor is the temperature of the motor, T elec is the temperature of the electric control system, v0 is the vehicle speed, T water is the temperature of the hot water heater; D is an action variable, omega comp is the compressor speed, epsilon xis the opening of the electromagnetic valve leading to each heat consuming element, x is the code of each electromagnetic valve, sigma is the switching of the four-way valve, pi y is the opening of the hot water valve, y is the code of the hot water valve, X is the code of the operation mode; S is the output variable, W comp is the power consumption of the compression system, Q c is the refrigeration capacity, Q h is the heating capacity, COP is the system energy efficiency ratio; R is the disturbance variable, T0 is the ambient temperature, m is the road condition, and t is the travel time;

[0073] The state at the k+1 moment is determined by the state, action and disturbance of the system at the k moment, and the expression is,

[0074] Z k+1 = f (D k , Z k , R k ) ;

[0075] The output at the k moment is determined by the state, action and disturbance at the current moment, and the expression is,

[0076] S k = g (Z k , D k , R k ) ;

[0077] The discretized COP coefficient is obtained by discretizing the partial differential equation through the forward Euler method, and the expression is:

[0078]

[0079] The maximum value of the COP multivariable function is solved to obtain the capacity allocation result.

[0080] The embodiment of the application is further exemplarily explained, for example, a certain heat consuming element has cooling demand, if its temperature T is less than the first target temperature, the corresponding capacity allocation strategy is obtained by calculation based on the MPC control algorithm, the opening of the electromagnetic valve of the remaining heat consuming element is moderately balanced, so that the total comprehensive heat factor fluctuates little (exemplarily, such as within the fluctuation range of ±0.15), and the output control signal is output to make the opening of the electromagnetic valve leading to this component ε x is reduced; if the temperature is greater than or equal to the first target temperature and less than or equal to the second target temperature, the parameters are maintained unchanged; if the temperature is greater than the second target temperature, all electromagnetic valves are balanced to stabilize the comprehensive heat factor, and the opening of the electromagnetic valve of this component ε xincrease, increase capacity, increase refrigerating capacity, and further reduce temperature. For example, a certain heating element has heating requirements, and if its temperature T is less than the first target temperature, the corresponding capacity allocation strategy is obtained based on the MPC control algorithm, the opening degrees of the solenoid valves of the remaining heating elements are balanced, the total comprehensive heat factor is not greatly fluctuated (fluctuation range is within ±0.15), and the output control signal is used to control the opening degree ε of the solenoid valve leading to the component x increase, increase capacity, increase heating capacity, and further increase temperature; if the temperature is greater than or equal to the first target temperature and less than or equal to the second target temperature, the parameters are maintained unchanged; if the temperature is greater than the second target temperature, the opening degrees of all solenoid valves are balanced to stabilize the comprehensive heat factor, and the opening degree ε of the solenoid valve of the component is adjusted x reduce.

[0081] Please refer to Figure 4 According to different heating requirements of the whole vehicle system, the MPC calculation results are combined to change the valve opening degrees for mode switching to adapt to various working conditions.

[0082] The trans-critical CO2 heat pump air conditioning system includes a gas-liquid separator 1, a regenerator low-pressure side 2, a compressor 3, an indoor heat exchanger 4, a second plate heat exchanger 5, a transformer and inverter 6, a four-way valve 7, a first electronic water pump 8, a second electronic water pump 9, a third electronic water pump 10, a first PTC electric heating 11, a second PTC electric heating 12, a regenerator high-pressure side 13, a hot water heater 14, a motor and electric control system 15, an outdoor heat exchanger 16, a low-temperature heat exchanger 17, and a first plate heat exchanger 18.

[0083] In the embodiment, when the first electromagnetic valve 20 (arranged between the first plate heat exchanger 18 and the outlet of the compressor 3) and the third electromagnetic valve 22 (arranged between the inlet of the gas-liquid separator 1 and the second plate heat exchanger 5) are opened, the system can enter the refrigeration mode.

[0084] The second electromagnetic valve 21 (arranged between the inlet of the gas-liquid separator 1 and the first plate heat exchanger 18) and the fourth electromagnetic valve 23 (arranged between the outlet of the compressor 3 and the second plate heat exchanger 5) are opened to enter the heating mode, and the two groups cannot be opened or closed at the same time (for example, when the first electromagnetic valve 22 and the third electromagnetic valve 23 are opened, the second electromagnetic valve 21 and the fourth electromagnetic valve 23 need to be closed);

[0085] The fifth electromagnetic valve 24 (arranged between the first plate heat exchanger 18 and the low-temperature heat exchanger 17) can control whether the system enters the first plate heat exchanger 18 for heat exchange, and the opening and closing of the fifth electromagnetic valve 24 are switched according to the heat demand;

[0086] The sixth electromagnetic valve 25 (arranged between the motor electric control system 15 and the low-temperature heat exchanger 17) can control whether the system enters the low-temperature heat exchanger 17 and the first plate heat exchanger 18 circuit for heat exchange, that is, when the sixth electromagnetic valve 25 is opened, the low-temperature heat exchanger 17 and the first plate heat exchanger 18 have the opportunity to exchange heat;

[0087] The seventh electromagnetic valve 26 (arranged between the first throttle valve 28 and the fourth electromagnetic valve 23) is used to control whether the system uses the second plate heat exchanger 5 and its corresponding circuit for heat exchange;

[0088] The eighth electromagnetic valve 27 (arranged between the fourth electromagnetic valve 23 and the indoor heat exchanger 4) is used to control whether the system needs to provide refrigeration and heating capacity for the passenger cabin;

[0089] In addition, the first hot water valve 30 is used to control whether the hot water heater 14 needs to use PTC electric heating for heat supplement; the second hot water valve 31 is used to control whether the heat exchange capacity of the first plate heat exchanger 18 is used for heating of the hot water; and the third hot water valve 32 is used to control whether the heat exchange capacity of the second plate heat exchanger 5 is used for heating of the hot water.

[0090] In the embodiment of the application, the valve opening changes of all modes are summarized and shown in Table 1.

[0091] Mode 0: shutdown; wherein all valves are closed, and the system stops running.

[0092] Mode 1: passenger compartment and transformer inverter 6 refrigeration; wherein, when running, the passenger compartment and transformer inverter 6 have cooling requirements, and the valve opening is adjusted according to the requirements; the compressor 3 compresses CO2, and the high-temperature and high-pressure CO2 enters the outdoor heat exchanger 16 to dissipate heat, and then enters two branches in parallel, is throttled, and then exchanges heat in the indoor heat exchanger 4 of the HVAC and the transformer inverter 6 and the second plate heat exchanger 5, and finally converges back to the compressor 3 to play a refrigeration role. For the motor circuit, there is generally a long-term cooling requirement, and the cooling requirement is not large, so the fan is used to dissipate heat from the refrigerant in the outdoor heat exchanger 16 and the cooling liquid used for the motor cooling circuit at the same time; and for the hot water heater 14 circuit, there is generally a long-term heating requirement, and under the condition that the heat requirement of the remaining heat-using elements is sufficient, the first plate heat exchanger 18 can be used to heat the hot water heater 14 with the excess heat, supplemented by the PTC electric heating of the branch, and the control valve opening is adjusted to meet the requirements of the hot water heater 14, so as to achieve energy saving.

[0093] Mode 2: passenger compartment refrigeration alone, transformer inverter 6 has no heat requirement, variable valve opening, and the heat exchange circuit of the transformer inverter 6 is cut off, and the passenger compartment is refrigerated alone. The motor and the hot water heater 14 circuit are unchanged as in mode 1.

[0094] Mode 3: passenger compartment refrigeration, transformer inverter 6 self-heating. As in mode 2, the heat exchange circuit of the transformer inverter 6 is cut off, and the passenger compartment is refrigerated alone, and the transformer inverter 6 circuit is self-heated using PTC. The motor and the hot water heater 14 circuit are unchanged as in mode 1.

[0095] Mode 4: motor rapid cooling. The motor needs to be rapidly cooled, the variable valve opening is adjusted, more CO2 is distributed to the transformer inverter 6 circuit, the four-way valve 7 is adjusted to make the motor circuit and the circuit in series, the cooling liquid first passes through the transformer inverter 6 for cooling, and then enters the motor system, achieving the effect of rapidly reducing the temperature of the motor. The working temperature of the transformer inverter 6 does not exceed 60℃, and the working temperature of the motor is 60-70℃, so there is no heat failure. In this mode, the excess heat of the first plate heat exchanger 18 can be used to heat the hot water heater 14, effectively utilizing energy.

[0096] Mode 5: transformer inverter 6 single cooling state. At this time, the heat exchange circuit of the passenger compartment is cut off, and the transformer inverter 6 is refrigerated alone, and the excess heat of the second plate heat exchanger 5 is used to heat the motor and the hot water heater 14.

[0097] Mode 6: transformer inverter 6 single heating state. At this time, the heat exchange circuit of the passenger compartment is cut off, and the system switching valve is opened, the circuit is reversed, and the heating mode is entered. The excess heat of the first plate heat exchanger 18 is used to cool the motor system, and the excess heat of the second plate heat exchanger 5 is used to heat the hot water with the aid of PTC.

[0098] Mode 7: Transformer inverter 6, motor heating at the same time. At this time, the passenger compartment heat exchange circuit is cut off, the system switching valve is open, the circuit is reversed, and the heating mode is entered. The four-way valve 7 becomes series connection, and the second plate heat exchanger 5 is used to heat the series connection circuit.

[0099] Mode 8: Passenger compartment heating alone. The system switching valve is open, the circuit is reversed, and the heating mode is entered. The indoor heat exchanger 4 provides heat, and the first plate heat exchanger 18 provides cooling for the motor control circuit. At this time, if the transformer inverter 6 circuit has cooling requirements, the four-way valve 7 can be switched to series connection, and the transformer inverter 6 is cooled at the same time.

[0100] Mode 9: Passenger compartment, transformer inverter 6 heating at the same time. CO2 enters two parts of the branch to exchange heat, providing heat for the passenger compartment and the transformer inverter 6, and the first plate heat exchanger 18 provides cold cooling for the motor control system 15.

[0101] Mode 10: Passenger compartment, transformer inverter 6, motor control system 15 heating at the same time. The system switching valve is open, the circuit is reversed, and the heating mode is entered. The four-way valve 7 is switched to series connection, the indoor heat exchanger 4 provides heat for the passenger compartment, and the second plate heat exchanger 5 provides heat for the series connection circuit.

[0102] It is worth noting that since the hot water heater 14 has heating requirements in all modes, it is added with a circuit connected to the first plate heat exchanger 18 and the second plate heat exchanger 5 respectively, and the valve opening degree is determined according to the control strategy. Without affecting the normal operation mode, the flow to the hot water circuit is controlled, and the PTC heating is supplemented to meet the hot water heating requirements.

[0103] Table 1. Valve opening changes in all modes

[0104]

[0105]

[0106] Among them, valves 1, 2, 3, and 4 are used to control the refrigeration / heating mode switching. represents the valve is fully open, represents the valve is fully closed, and represents the valve is opened to a certain degree to control the flow according to the MPC calculation result. In the table, ε x is the electromagnetic valve opening degree to each heating element, x is the code of each electromagnetic valve, σ is the switching of the four-way valve, π y is the opening degree of the hot water valve, and y is the code of the hot water valve.

[0107] Aiming at the current high-speed rail heat system complex and multiple, there is no suitable heat management strategy on the market, which cannot achieve good environmental protection and energy saving, and cannot make each part get the energy suitable for the current working condition, fully meet the demand of each component itself, and reduce the power consumption of the compressor as much as possible on this basis, better utilize the waste heat, so as to achieve the effect of energy saving and get higher COP. The present application provides a control method for realizing integrated heat management energy optimal distribution of rail transit transcritical CO2 heat pump air conditioning system, which can obtain the output capacity in a complete set of vapor compression system, and can be distributed in a certain way, and the output flow is controlled by the opening of the valve, and is respectively delivered to the passenger cabin part, the motor and electric control system part, the transformer and converter part and the hot water heater part, so as to ensure that each main heat using element meets the requirements of the preset conditions; in terms of control operation rules, MPC algorithm is adopted, the main heat parameters of the heat using element on the vehicle are collected as input conditions, the COP of the system is calculated in real time, the energy loss and the overheating and overcooling of the heat using element can be solved. Among them, the MPC algorithm takes the motor system temperature and the electric control system temperature as state variables, the actual valve opening or rotating speed as action variable for mode switching, COP as target variable, and environment as disturbance variable, through model prediction and multivariable function maximum value solving method, the heat distribution optimization effect of each heat using element can be achieved, the energy consumption can be reduced, the waste heat can be fully utilized, and the COP can be improved under the premise of ensuring the normal work of the whole vehicle.

[0108] Specifically, for example, in the case of cold winter, the passenger cabin has a large heat demand, and the hot water heater element also needs heat to provide hot water for passengers to drink. At this time, according to the present application, the heat of the whole vehicle needs to be increased, and the total heating capacity of the vehicle is increased by increasing the rotating speed of the compressor according to the requirement of the comprehensive heat factor and the calculation result of MPC, and the rotating speed of the compressor will not be increased too much under the control of MPC to cause energy waste; at the same time, the second electromagnetic valve 21 and the fourth electromagnetic valve 23 are opened, and the first electromagnetic valve 20 and the third electromagnetic valve 22 are closed, entering the heating mode; the refrigerant is pumped out from the outlet of the compressor, at this time, the refrigerant flows through the fourth electromagnetic valve 23, and is divided into two branches to enter the seventh electromagnetic valve 26 and the eighth electromagnetic valve 27 respectively, in order to meet the large heat demand of the passenger cabin, the opening of the seventh electromagnetic valve 26 is reduced, the opening of the eighth electromagnetic valve 27 is increased, the capacity flowing to the second plate heat exchanger is reduced, and the capacity flowing to the indoor heat exchanger is increased, so as to increase the heat entering the passenger cabin and improve the temperature in the passenger cabin, and finally circulate back to the inlet of the compressor.

[0109] In the application, through the control mode similar to the specific example described above, the rotation speed of the compressor and the opening degree of each electromagnetic valve can be accurately regulated, so that each heat using element can obtain a capacity matched with its demand to meet the heat using demand, and the overall energy consumption will not be excessively high to cause waste; at the same time, the effective refrigeration and heating capacity is improved, the energy consumption is reduced, and the COP of the system is also improved accordingly.

[0110] The following is an apparatus embodiment of the application, which can be used to execute the method embodiment of the application. For details not disclosed in the apparatus embodiment, please refer to the method embodiment of the application.

[0111] Please refer to Figure 5 In another embodiment of the application, a transcritical CO2 heat pump air conditioning system integrated thermal management control system is provided, comprising:

[0112] The data acquisition module is configured to acquire the ambient temperature during high-speed train operation, the real-time state of the heat using elements, and the heat demand; wherein the heat using elements include at least a transformer converter, a motor electric control system, a hot water heater, and a passenger cabin.

[0113] The integrated regulation and control module is configured to regulate the rotation speed of the compressor in the transcritical CO2 heat pump air conditioning system based on the comprehensive heat factor to control the total capacity of the vehicle; wherein if the comprehensive heat factor is less than a first preset target, the rotation speed of the compressor is increased to increase the total heat capacity of the vehicle; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, a capacity distribution result is obtained based on an MPC control algorithm, and the capacity is allocated among the transformer converter, the motor electric control system, the passenger cabin, and the hot water heater based on the capacity distribution result; if the comprehensive heat factor is greater than the second preset target, the rotation speed of the compressor is reduced to reduce the total heat capacity of the vehicle.

[0114] Those skilled in the art should understand that the embodiments of the application can be provided as a method, a system, or a computer program product. Therefore, the application can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the application can be in the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program code.

[0115] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flow or blocks. Figure 1 one or more flow or blocks.

[0116] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart block or blocks. Figure 1 one or more flow or blocks. Figure 1 one or more flow or blocks.

[0117] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flow or blocks. Figure 1 one or more flow or blocks.

[0118] Finally, it should be noted that the above-mentioned embodiments are merely used to illustrate the technical solutions of the present application, but not limit the technical solutions of the present application. Although the present application has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or equivalent replaced without departing from the spirit and scope of the present application, and any modification or equivalent replacement should be covered in the protection scope of the present application.

Claims

1. An integrated thermal management and control method for a transcritical CO2 heat pump air conditioning system, characterized in that, Includes the following steps: The system acquires the ambient temperature, real-time status of heat-using components, and heat demand during high-speed train operation; the heat-using components include at least transformer converters, motor control systems, hot water heaters, and passenger compartments. Based on the comprehensive heat factor, the compressor speed in the transcritical CO2 heat pump air conditioning system is adjusted to control the overall vehicle heat capacity. Specifically, if the comprehensive heat factor is less than a first preset target, the compressor speed is increased to increase the overall vehicle heat capacity; if the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, the capacity allocation result is calculated based on the MPC control algorithm, and capacity is adjusted among the transformer converter, motor and electronic control system, passenger compartment, and hot water heater based on the capacity allocation result; if the comprehensive heat factor is greater than the second preset target, the compressor speed is decreased to decrease the overall vehicle heat capacity. in, Comprehensive heat factor The expression is, ； In the formula, A is an empirical parameter. For the temperature of the carriage, For transformer temperature, For converter temperature, For the temperature of the electronic control system, For the motor system temperature, The temperature of the hot water heater. Ambient temperature; In the MPC control algorithm The prediction model is represented as follows: ； ； ； ； In the formula, For state variables, To adjust the air temperature in the carriage, For the real-time temperature of the carriage, For the humidity of the carriage, For converter temperature, For transformer temperature, For the temperature of the electronic control system, For vehicle speed, This refers to the temperature of the hot water heater. As an action variable, This refers to the compressor speed. To determine the opening degree of the solenoid valves leading to each heat-consuming element, These are the codes for each solenoid valve. For switching the four-way valve, This refers to the opening degree of the hot water valve. This is the code for a hot water valve. This is the operating mode code; For output variables, To reduce system power consumption, For cooling capacity, For heating capacity, COP is the system energy efficiency ratio; For the disturbance variable, Here, m represents ambient temperature, t represents road conditions, and t represents travel time. The steps for calculating the capacity allocation results based on the MPC control algorithm include: No. The state at any given moment is determined by the system. The state, action, and disturbance at any given moment are determined by the expression, which is: ； The output at time t is determined by the current state, action, and disturbance, expressed as follows: ； The discretized COP coefficients are obtained by discretizing the partial differential equations using the forward Euler method, and the expression is as follows: ； Find the maximum value of the multivariable function of COP and calculate the capacity allocation result.

2. The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to claim 1, characterized in that, In the step of adjusting the capacity among the transformer converter, motor control system, crew compartment, and hot water heater based on the capacity allocation results... When a certain heat-using element has a cooling requirement, if the temperature of the heat-using element with the cooling requirement is lower than the first target temperature, the opening of the solenoid valves leading to the other heat-using elements is balanced based on the capacity allocation result, so that the overall heat factor fluctuation is within a preset range, and a control signal is output to reduce the opening of the solenoid valve leading to the heat-using element with the cooling requirement; if the temperature of the heat-using element with the cooling requirement is greater than or equal to the first target temperature and less than or equal to the second target temperature, the opening of the solenoid valves leading to all heat-using elements and the compressor speed are kept constant; if the temperature of the heat-using element with the cooling requirement is greater than the second target temperature, the opening of the solenoid valves leading to all heat-using elements is balanced to stabilize the overall heat factor, and the opening of the solenoid valve leading to the heat-using element with the cooling requirement is increased to increase capacity, increase cooling capacity, and decrease temperature.

3. The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to claim 1, characterized in that, In the step of adjusting the capacity among the transformer converter, motor control system, crew compartment, and hot water heater based on the capacity allocation results... When a certain heat-consuming element has a heating demand, if the temperature of the heat-consuming element with heating demand is lower than the third target temperature, the opening of the solenoid valves leading to the other heat-consuming elements is balanced based on the capacity allocation result, so that the overall heat factor fluctuation is within a preset range. The control signal is output to increase the opening of the solenoid valve leading to the heat-consuming element with heating demand, so as to increase the capacity, increase the heating capacity, and increase the temperature. If the temperature of the heat-consuming element with heating demand is greater than or equal to the third target temperature and less than or equal to the fourth target temperature, the opening of the solenoid valves leading to all heat-consuming elements and the compressor speed are kept unchanged. If the temperature of the heat-consuming element with heating demand is greater than the fourth target temperature, the opening of the solenoid valves leading to all heat-consuming elements is balanced to stabilize the overall heat factor, and the opening of the solenoid valve leading to the heat-consuming element with heating demand is reduced.

4. The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to claim 1, characterized in that, The transcritical CO2 heat pump air conditioning system is based on a basic refrigeration cycle system. It uses a vapor compression device to power the entire vehicle system and adds heat exchangers for different heat-using elements. The operating mode is switched by real-time changes of different valves to distribute refrigerant to different heat-using elements for heat exchange.

5. The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to claim 1, characterized in that, The transcritical CO2 heat pump air conditioning system includes a gas-liquid separator, a low-pressure side of a regenerator, a compressor, an indoor heat exchanger, a second plate heat exchanger, a transformer converter, a four-way valve, a first electronic water pump, a second electronic water pump, a third electronic water pump, a first PTC electric heater, a second PTC electric heater, a high-pressure side of the regenerator, a hot water heater, a motor and electrical control system, an outdoor heat exchanger, a low-temperature heat exchanger, and a first plate heat exchanger. The compressor outlet is connected to a fourth solenoid valve, then branches into three lines. The first line connects to a third solenoid valve and then to a gas-liquid separator. The second line connects to a seventh solenoid valve, enters a second plate heat exchanger, and then flows through a first throttle valve to the high-pressure side of the regenerator. The third line connects to an eighth solenoid valve, enters an indoor heat exchanger, and then flows through a second throttle valve to the high-pressure side of the regenerator. The high-pressure side outlet of the regenerator connects to an outdoor heat exchanger, then to a first plate heat exchanger, and then branches into two lines. The first line connects to a second solenoid valve and then to a gas-liquid separator. The second line connects to a first solenoid valve and then to the compressor. The gas-liquid separator then connects to the low-pressure side of the regenerator and then to the compressor inlet. On the circulating water side, a first electronic water pump connects to a first PTC electric heater, and the hot water enters through a first hot water valve. The water enters the hot water heater and finally returns to the first electronic water pump. The outlet of the second electronic water pump is connected to the motor and electrical control system, and then enters the low-temperature heat exchanger through the sixth solenoid valve. The outlet enters the first plate heat exchanger through the fifth solenoid valve, and then splits into two branches. The first branch connects to the hot water heater, and the outlet returns to the first plate heat exchanger through the second hot water valve. The second branch connects to the fifth and sixth solenoid valves respectively, and then connects to a four-way valve at the end. In parallel operation, it returns to the second electronic water pump. The third electronic water pump is connected to the second PTC electric heater, and then connects to the second plate heat exchanger. It then splits into two branches. The first branch enters the hot water heater through the third hot water valve, and then returns to the second plate heat exchanger through the outlet. The second branch connects to the transformer and converter, and then connects to the four-way valve. In parallel operation, it returns to the third electronic water pump. The first solenoid valve is located in the connecting pipe between the first plate heat exchanger and the compressor outlet; the second solenoid valve is located in the connecting pipe between the gas-liquid separator inlet and the first plate heat exchanger; the third solenoid valve is located in the connecting pipe between the gas-liquid separator inlet and the second plate heat exchanger; the fourth solenoid valve is located in the connecting pipe between the compressor outlet and the second plate heat exchanger; the fifth solenoid valve is located in the connecting pipe between the first plate heat exchanger and the low-temperature heat exchanger; the sixth solenoid valve is located in the connecting pipe between the motor control system and the low-temperature heat exchanger; the seventh solenoid valve is located in the connecting pipe between the first throttle valve and the fourth solenoid valve; and the eighth solenoid valve is located in the connecting pipe between the fourth solenoid valve and the indoor heat exchanger. The first hot water valve controls whether the hot water heater needs to use PTC electric heating for heat supplementation; the second hot water valve controls whether to use the heat exchange capacity of the first plate heat exchanger for hot water heating; and the third hot water valve controls whether to use the heat exchange capacity of the second plate heat exchanger for hot water heating.

6. The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to claim 5, characterized in that, In the step of adjusting the capacity among the transformer converter, motor control system, crew compartment, and hot water heater based on the capacity allocation results... The valve opening variations for all modes are shown in the table below. In the table, √ represents the valve fully open, × represents the valve fully closed, and ○ represents the output action controlled by the result calculated by MPC, so that the valve is opened to a certain extent to control the flow. To determine the opening degree of the solenoid valves leading to each heat-consuming element, These are the codes for each solenoid valve, with 1 to 8 corresponding to the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, the sixth solenoid valve, the seventh solenoid valve, and the eighth solenoid valve, respectively. This indicates the switching status of the four-way valve; This refers to the opening degree of the hot water valve. These are the codes for hot water valves, with 1 to 3 corresponding to the first hot water valve, the second hot water valve, and the third hot water valve, respectively. Mode 0 is power off; Mode 1 is simultaneous cooling of the passenger compartment and transformer converter; Mode 2 is passenger compartment cooling only, and the transformer converter has no heat demand; Mode 3 is passenger compartment cooling, and the transformer converter heats itself; Mode 4 is rapid cooling of the motor; Mode 5 is transformer converter cooling only; Mode 6 is transformer converter heating only; Mode 7 is transformer converter and motor heating simultaneously; Mode 8 is passenger compartment heating only; Mode 9 is passenger compartment and transformer converter heating simultaneously; Mode 10 is passenger compartment, transformer converter, motor and electronic control system heating simultaneously.

7. An integrated thermal management and control system for a transcritical CO2 heat pump air conditioning system, characterized in that, The integrated thermal management control method for a transcritical CO2 heat pump air conditioning system according to any one of claims 1 to 6 includes: The data acquisition module is used to acquire the ambient temperature, real-time status of heat-using elements, and heat demand during high-speed train operation; among which, heat-using elements include at least transformer converters, motor control systems, hot water heaters, and passenger compartments; The integrated control module is used to regulate the compressor speed in the transcritical CO2 heat pump air conditioning system based on the comprehensive heat factor to control the total capacity of the vehicle. Specifically, if the comprehensive heat factor is less than a first preset target, the compressor speed is increased to increase the vehicle's heat capacity. If the comprehensive heat factor is greater than or equal to the first preset target and less than or equal to a second preset target, the capacity allocation result is calculated based on the MPC control algorithm, and the capacity is adjusted among the transformer converter, motor and electronic control system, passenger compartment, and hot water heater based on the capacity allocation result. If the comprehensive heat factor is greater than the second preset target, the compressor speed is decreased to reduce the vehicle's heat capacity.

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