Energy-saving management system and method for integrated air conditioner and electric drive

Abstract

The invention discloses an energy-saving management system and method for an integrated air conditioner and electric drive, and particularly relates to the technical field of new energy automobiles. Operation conditions of an air conditioner compressor, a refrigerant flow control three-way valve, an electronic expansion valve, an electric heater and an electronic water pump are reasonably combined; the comfort requirement of a passenger compartment and the cooling requirement of an electric driving system are met, and the energy-saving requirement of a whole vehicle thermal management system is met. And meanwhile, the system structure is simplified, parts in the system are reduced, and great benefits are brought to vehicle cost saving and weight reduction. The thermal management efficiency of the whole vehicle is greatly optimized, the energy consumption is reduced, and the endurance mileage of the whole vehicle under the actual driving condition is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to an energy-saving management system and method for integrated air conditioning and electric drive. Background Art

[0002] With the rapid development of the automobile industry and the increasing requirements for environmental protection, new energy vehicles, especially pure electric vehicles, are rapidly popularized. The complexity of air conditioning and electric drive thermal management systems is much more complicated than that of traditional fuel vehicles. In the current design system of new energy vehicles, the thermal management of the air conditioning system and the electric drive system are designed as two independent thermal management systems because their respective design operating temperature ranges are different and difficult to unify with each other. In addition, when using air conditioning in winter, the thermal energy is directly generated by electric energy, which is inefficient, resulting in the use of air conditioning systems. A large amount of electric energy reserves that can be used for driving is consumed, and the actual mileage of the vehicle is seriously reduced, especially in autumn and winter. In order to improve the cruising range of new energy vehicles when using air conditioning, the system's working robustness, simplify the system structure, reduce costs, and reduce weight. To improve passenger comfort and ensure the reliable operation of the electric drive system, a new type of device is yet to appear. Summary of the invention

[0003] To this end, the present invention provides an energy-saving management system and method for integrated air conditioning and electric drive to solve the problems raised in the background technology.

[0004] In order to achieve the above-mentioned object, the present invention provides the following technical solutions: an energy-saving management method for integrated air conditioning and electric drive, comprising: an evaporator as one of the core components of the air conditioning system absorbs heat from the air to reduce the temperature and humidity in the vehicle, wherein the evaporator is connected to a condenser in the cabin, and the condenser in the cabin cools and condenses the refrigerant in the evaporator and releases heat to meet the heating requirements of the passenger compartment;

[0005] At the same time, the outboard condenser cools the refrigerant by exchanging heat with the outside air, dissipating the heat in the cabin and the battery and electric drive system to the outside environment. The outboard condenser is connected to the electric compressor, which compresses the low-pressure refrigerant into high-pressure gas and delivers it to the cabin and outboard condensers.

[0006] The refrigerant-coolant heat exchanger is used to exchange heat between the refrigerant and the coolant. After passing through the evaporator, the refrigerant will become a low-temperature, low-pressure gas, while the coolant will be a high-temperature liquid. Through the refrigerant-coolant heat exchanger, the refrigerant can absorb the heat of the coolant and turn it into a high-temperature, low-pressure gas, thus completing the refrigeration cycle;

[0007] The electric drive system provides power to the entire air conditioning system and is connected to a water pump that circulates coolant to various components to keep the system running properly. In addition, the electric drive system is also connected to an electric heater that provides additional heating to meet temperature requirements under specific operating conditions.

[0008] The electronic expansion valve is a key component for controlling the refrigerant flow rate. It is located at the inlet of the evaporator and the inlet of the refrigerant-coolant heat exchanger. The refrigerant flow rate is controlled by adjusting the opening, thereby affecting the working effect of the evaporator and the refrigerant-coolant heat exchanger.

[0009] The three-way valve is used to control the flow direction of the refrigerant. It is connected between the evaporator, the in-cabin condenser and the out-cabin condenser. The flow direction of the refrigerant is adjusted as needed to achieve different working modes.

[0010] The pressure and temperature sensors and temperature sensors are used to control the pressure and temperature parameters of the system. They are installed in different locations, such as the evaporator, the condenser inside the cabin and the condenser outside the cabin, so as to control the operating status of the system in real time and make adjustments and controls as needed.

[0011] The thermal management controller obtains vehicle driving conditions and passenger setting inputs through pressure and temperature sensors, temperature sensors, and vehicle buses to achieve the following functions:

[0012] (1) Calculate the heat load and target heat dissipation power in real time to maintain safe and efficient operation of the electric drive system;

[0013] The thermal management controller adjusts the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system by controlling the electric compressor, the water pump, and the electronic expansion valve 2, thereby controlling the heat energy extracted from the electric drive system and releasing it to the environment through the outdoor condenser to meet the operating temperature requirements of the electric drive unit; wherein, the calculation results of the heat load and the heat dissipation power determine the thermal conditions of each system of the vehicle, and these conditions determine the direction of the heat energy between the thermal systems of the vehicle;

[0014] (2) Calculate the heat load and heating power of the passenger compartment to meet the temperature control requirements of the passenger compartment and the temperature control requirements of the electric drive system;

[0015] (2.1) When the heat dissipation power of the electric drive system is greater than the heating power of the passenger compartment air conditioning system: the thermal management controller controls the refrigerant flow in the cabin condenser and evaporator by controlling the compressor speed and the opening of the expansion valve 1, thereby adjusting the heat exchange amount of the air conditioning system; at the same time, by controlling the water pump and the electronic expansion valve 2, the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system are adjusted to control the heat energy required for heating the passenger compartment air conditioning system extracted from the electric drive system;

[0016] (2.2) When the heat dissipation power of the electric drive system is less than the heating power of the passenger compartment air conditioning system: Different from (2.1), the system also controls the electric heater to make up for the missing heat energy;

[0017] (3) Calculate the heat load and heating power of the passenger compartment to meet the operating temperature requirements of the electric drive unit and the requirements of temperature control and dehumidification of the passenger compartment;

[0018] The thermal management controller controls the refrigerant flow of the outboard condenser by controlling the proportional opening of the outboard condenser and the three-way flow control valve, thereby controlling the heat exchange between the vehicle's thermodynamic control system and the environment;

[0019] (3.1) When the electric drive system needs cooling, calculate the cooling power required by the electric drive system, control the water pump speed according to the calculated power, open the electronic expansion valve 2 and control its proportional opening to control the electronic water pump speed, control the output speed of the electric compressor, open the three-way flow control valve to the outboard condenser position and adjust its opening proportionally;

[0020] (3.2) When the electric drive system needs to be cooled and the passenger compartment needs to be heated, calculate the heat load and heating power of the passenger compartment and the cooling power required by the electric drive system, and control the water pump speed, the opening of the electronic expansion valve 2, the output speed of the electric compressor based on the calculation results, open the three-way flow control valve to the position of the cabin condenser and adjust its opening proportionally, and control the high-voltage electric heater according to the power to make up for the power difference between the two systems;

[0021] (3.3) When the passenger compartment needs to be heated and the electric drive system does not need to be cooled, calculate the heat load and heating power of the passenger compartment, and control the water pump speed according to the calculation results, proportionally open the electronic expansion valve 2, control the output speed of the electric compressor, open the three-way flow control valve to the cabin condenser position and proportionally adjust its opening, and control the high-voltage electric heater according to the power;

[0022] (3.4) When the passenger cabin needs to be dehumidified, the relative humidity of the passenger cabin and the corresponding fogging risk are calculated, and the electronic expansion valve 1 is opened and its opening is controlled, the output speed of the electric compressor is controlled, and the three-way flow control valve is opened to the cabin condenser position and its opening is controlled by proportional feedback;

[0023] Preferably, the vehicle driving conditions include the vehicle using battery energy to accelerate or travel at a constant speed, the vehicle recovering energy during braking, the vehicle idling condition, the vehicle slow charging condition, the vehicle fast charging condition, the vehicle fast charging pre-preparation condition when pre-cooling or heating the power battery, the vehicle air conditioning refrigeration condition, the vehicle air conditioning heating condition and the vehicle air conditioning dehumidification condition.

[0024] Preferably, the adjustment is achieved by adjusting the speed of the coolant pump, or the opening of the proportional flow valve. The refrigerant properties are changed by compressing the refrigerant, and the heat extraction and transportation between different systems are achieved through the evaporation and condensation cycle of the refrigerant.

[0025] Preferably, when the electric drive system needs cooling, the electric compressor and the electronic expansion valve compress and expand the refrigerant to replace the waste heat in the electric drive system and diffuse it into the environment through the off-board heat exchanger, thereby cooling the electric drive system.

[0026] Preferably, when the electric drive system needs to be cooled and the passenger compartment needs to be heated, the electric compressor and the electronic expansion valve compress and expand the refrigerant, replace the waste heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger, thereby making full use of the energy of the entire vehicle while meeting the cooling needs of the electric drive system and the heating needs of the passenger compartment.

[0027] Preferably, when the passenger compartment needs to be heated and the electric drive system does not need to be cooled, the electric compressor and the electronic expansion valve compress and expand the refrigerant, exchange the heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger, and the electric heater compensates for the heat loss in the electric drive system and keeps the temperature of the electric drive system in the optimal temperature range for efficient operation, thereby achieving the temperature maintenance of the electric drive system and the heating process of the passenger compartment.

[0028] Preferably, when the passenger compartment needs to be dehumidified, the electric compressor and the electronic expansion valve reduce the cabin evaporator temperature by compressing and expanding the refrigerant, remove moisture from the air by condensation, and reheat the outlet air through the cabin condenser to keep the outlet air temperature from being too low to affect comfort; the entire process makes full use of the compressor energy and avoids using additional energy for secondary heating of the dehumidified air.

[0029] Preferably, heat load = (battery actual temperature - battery target temperature) * battery specific heat capacity * battery weight * battery-coolant heat transfer coefficient, wherein the battery specific heat capacity needs to be related to the battery SOC, and the battery-coolant heat transfer coefficient is related to the battery cold plate structure and can be obtained through experiments;

[0030] Heat dissipation power = (cell temperature - coolant temperature) * coolant specific heat capacity * coolant density * coolant flow rate * water pump power output percentage * cooling system heat exchange efficiency; coolant density is related to coolant temperature, and coolant flow rate is related to coolant temperature and water pump efficiency;

[0031] Passenger compartment cooling power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - evaporator target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature;

[0032] Passenger compartment heating power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - cabin condenser target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature;

[0033] Passenger compartment heat load = (actual temperature inside the vehicle - target temperature inside the vehicle) * air specific heat capacity * air density * cabin air volume + (actual temperature of the interior - target temperature inside the vehicle) * interior specific heat capacity * interior mass + (ambient temperature - actual temperature inside the vehicle) * vehicle exterior area * convection heat transfer coefficient + sunlight radiation power * normal coefficient * (vehicle exterior area + vehicle glass area * (absorption rate + projection rate * vehicle interior surface area)) + human radiation power * number of passengers + vehicle low-voltage load power * conversion coefficient.

[0034] The present invention also discloses an energy-saving management system for integrated air conditioning and electric drive, which is implemented by the above method.

[0035] The present invention has the following advantages:

[0036] Through this device, the comfort requirements of the passenger compartment and the cooling requirements of the electric drive system can be achieved and the energy-saving requirements of the thermal management system of the vehicle can be met by reasonably combining the operating conditions of the air-conditioning compressor, the flow control three-way valve, the electronic expansion valves 1 and 2, the electric heater, and the electronic water pump. At the same time, the system structure is simplified, the parts in the system are reduced, and the cost and weight of the vehicle are saved. It brings significant benefits. The thermal management efficiency of the vehicle is greatly optimized to reduce energy consumption and improve the cruising range of the vehicle under actual driving conditions. At the same time, the battery system itself has a large thermal capacity. When charging, the charging pile power supply is used to store heat or cold in the battery (that is, heat energy is also a kind of energy, and the battery system can be used to directly store and release heat energy while storing electrical energy), and the heat pump system is used to transport heat energy during driving to meet the needs of various systems, avoiding direct use of battery power for direct heating / cooling, saving the consumption of on-board power, and improving the vehicle's cruising range while ensuring vehicle comfort and driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A block diagram of the relationship between the thermal management controller of the present invention and each controlled component;

[0038] Figure 2 This is a schematic diagram of the energy-saving thermal management control system provided by the present invention. DETAILED DESCRIPTION

[0039] The following is a description of the implementation of the present invention by specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0040] Example 1

[0041] Refer to the instruction manual Figure 1-2 The energy-saving management method for integrated air conditioning and electric drive of this embodiment includes: the evaporator 1, one of the core components of the air conditioning system, absorbs heat in the air cabin to reduce the temperature and humidity in the vehicle, wherein the evaporator 1 is connected to the cabin condenser 2, and the cabin condenser 2 cools and condenses the refrigerant and releases heat to meet the heating demand of the passenger cabin;

[0042] At the same time, the outboard condenser 3 cools the refrigerant by heat exchange with the outside air, transfers the heat in the cabin to the environment, and realizes cabin refrigeration. The outboard condenser 3 is connected to the electric compressor 4, which compresses the low-pressure refrigerant into high-pressure gas and transports it to the outboard condenser 3 and the inboard condenser 2;

[0043] The refrigerant-coolant heat exchanger 5 is used to perform heat exchange between the refrigerant and the coolant. After passing through the electronic expansion valve 10, the refrigerant will become a low-temperature, low-pressure gas, while the coolant will be a high-temperature liquid. Through the refrigerant-coolant heat exchanger 5, the refrigerant can absorb the heat of the coolant and become a high-temperature, low-pressure gas, thereby completing the refrigeration cycle;

[0044] The electric drive system 7 provides power to the entire air conditioning system and is connected to the water pump 6, which circulates the coolant to various components to maintain the normal operation of the system; in addition, the electric drive system 7 is also connected to the electric heater 8, which is used to provide additional heating function to meet the temperature requirements under specific working conditions;

[0045] Electronic expansion valves 9 and 10 are key components for controlling the refrigerant flow rate. They are located at the inlet of the evaporator 1 and the inlet of the refrigerant-coolant heat exchanger 5. The refrigerant flow rate is controlled by adjusting the opening, thereby affecting the working effect of the evaporator and the refrigerant-coolant heat exchanger.

[0046] The three-way valve 11 is used to control the flow direction of the refrigerant, and is connected between the evaporator 1, the in-cabin condenser 2 and the out-cabin condenser 3. The flow direction of the refrigerant is adjusted as needed to achieve different working modes.

[0047] The pressure and temperature sensors 12, 13 and the temperature sensors 14, 15, 16, 17 are used to control the pressure and temperature parameters of the system. They are installed in different positions, such as the evaporator, the condenser inside the cabin and the condenser outside the cabin, so as to control the operating status of the system in real time and make adjustments and controls as needed.

[0048] The thermal management controller obtains vehicle driving conditions and passenger setting inputs through pressure and temperature sensors, temperature sensors, and vehicle buses to achieve the following functions:

[0049] (1) Calculate the heat load and target heat dissipation power in real time to maintain safe and efficient operation of the electric drive system;

[0050] The thermal management controller adjusts the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system by controlling the electric compressor, the water pump, and the electronic expansion valve 2, thereby controlling the heat energy extracted from the electric drive system and releasing it to the environment through the outdoor condenser to meet the operating temperature requirements of the electric drive unit; wherein, the calculation results of the heat load and the heat dissipation power determine the thermal conditions of each system of the vehicle, and these conditions determine the direction of the heat energy between the thermal systems of the vehicle;

[0051] (2) Calculate the heat load and heating power of the passenger compartment to meet the temperature control requirements of the passenger compartment and the temperature control requirements of the electric drive system;

[0052] (2.1) When the heat dissipation power of the electric drive system is greater than the heating power of the passenger compartment air conditioning system: the thermal management controller controls the refrigerant flow in the cabin condenser and evaporator by controlling the compressor speed and the opening of the expansion valve 1, thereby adjusting the heat exchange amount of the air conditioning system; at the same time, by controlling the water pump and the electronic expansion valve 2, the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system are adjusted to control the heat energy required for heating the passenger compartment air conditioning system extracted from the electric drive system;

[0053] (2.2) When the heat dissipation power of the electric drive system is less than the heating power of the passenger compartment air conditioning system: Different from (2.1), the system also controls the electric heater to make up for the missing heat energy;

[0054] (3) Calculate the heat load and heating power of the passenger compartment to meet the operating temperature requirements of the electric drive unit and the requirements of temperature control and dehumidification of the passenger compartment;

[0055] The thermal management controller controls the refrigerant flow of the outboard condenser by controlling the proportional opening of the outboard condenser and the three-way flow control valve, thereby controlling the heat exchange between the vehicle's thermodynamic control system and the environment;

[0056] (3.1) When the electric drive system needs cooling, calculate the cooling power required by the electric drive system, control the water pump speed according to the calculated power, open the electronic expansion valve 2 and control its proportional opening to control the electronic water pump speed, control the output speed of the electric compressor, open the three-way flow control valve to the outboard condenser position and adjust its opening proportionally;

[0057] (3.2) When the electric drive system needs to be cooled and the passenger compartment needs to be heated, calculate the heat load and heating power of the passenger compartment and the cooling power required by the electric drive system, and control the water pump speed, the opening of the electronic expansion valve 2, the output speed of the electric compressor based on the calculation results, open the three-way flow control valve to the position of the cabin condenser and adjust its opening proportionally, and control the high-voltage electric heater according to the power to make up for the power difference between the two systems;

[0058] (3.3) When the passenger compartment needs to be heated and the electric drive system does not need to be cooled, calculate the heat load and heating power of the passenger compartment, and control the water pump speed according to the calculation results, proportionally open the electronic expansion valve 2, control the output speed of the electric compressor, open the three-way flow control valve to the cabin condenser position and proportionally adjust its opening, and control the high-voltage electric heater according to the power;

[0059] (3.4) When the passenger cabin needs to be dehumidified, the relative humidity of the passenger cabin and the corresponding fogging risk are calculated, and the electronic expansion valve 1 is opened and its opening is controlled, the output speed of the electric compressor is controlled, and the three-way flow control valve is opened to the cabin condenser position and its opening is controlled by proportional feedback;

[0060] Preferably, the vehicle driving conditions include the vehicle using battery energy to accelerate or travel at a constant speed, the vehicle recovering energy during braking, the vehicle idling condition, the vehicle slow charging condition, the vehicle fast charging condition, the vehicle fast charging pre-preparation condition when pre-cooling or heating the power battery, the vehicle air conditioning refrigeration condition, the vehicle air conditioning heating condition and the vehicle air conditioning dehumidification condition.

[0061] Preferably, the adjustment is achieved by adjusting the speed of the coolant pump, or the opening of the proportional flow valve. The refrigerant properties are changed by compressing the refrigerant, and the heat extraction and transportation between different systems are achieved through the evaporation and condensation cycle of the refrigerant.

[0062] Preferably, when the electric drive system needs cooling, the electric compressor and the electronic expansion valve compress and expand the refrigerant to replace the waste heat in the electric drive system and diffuse it into the environment through the off-board heat exchanger, thereby cooling the electric drive system.

[0063] Preferably, when the electric drive system needs to be cooled and the passenger compartment needs to be heated, the electric compressor and the electronic expansion valve compress and expand the refrigerant, replace the waste heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger, thereby making full use of the energy of the entire vehicle while meeting the cooling needs of the electric drive system and the heating needs of the passenger compartment.

[0064] Preferably, when the passenger compartment needs to be heated and the electric drive system does not need to be cooled, the electric compressor and the electronic expansion valve compress and expand the refrigerant, exchange the heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger, and the electric heater compensates for the heat energy loss in the electric drive system and keeps the temperature of the electric drive system in the optimal temperature range for efficient operation, thereby achieving the temperature maintenance of the electric drive system and the heating process of the passenger compartment.

[0065] Preferably, when the passenger compartment needs to be dehumidified, the electric compressor and the electronic expansion valve reduce the cabin evaporator temperature by compressing and expanding the refrigerant, remove moisture from the air by condensation, and reheat the outlet air through the cabin condenser to keep the outlet air temperature from being too low to affect comfort; the entire process makes full use of the compressor energy and avoids using additional energy for secondary heating of the dehumidified air.

[0066] Preferably, heat load = (battery actual temperature - battery target temperature) * battery specific heat capacity * battery weight * battery-coolant heat transfer coefficient, wherein the battery specific heat capacity needs to be related to the battery SOC, and the battery-coolant heat transfer coefficient is related to the battery cold plate structure and can be obtained through experiments;

[0067] Heat dissipation power = (cell temperature - coolant temperature) * coolant specific heat capacity * coolant density * coolant flow rate * water pump power output percentage * cooling system heat exchange efficiency; coolant density is related to coolant temperature, and coolant flow rate is related to coolant temperature and water pump efficiency;

[0068] Passenger compartment cooling power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - evaporator target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature;

[0069] Passenger compartment heating power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - cabin condenser target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature;

[0070] Passenger compartment heat load = (actual temperature inside the vehicle - target temperature inside the vehicle) * air specific heat capacity * air density * cabin air volume + (actual temperature of the interior - target temperature inside the vehicle) * interior specific heat capacity * interior mass + (ambient temperature - actual temperature inside the vehicle) * vehicle exterior area * convection heat transfer coefficient + sunlight radiation power * normal coefficient * (vehicle exterior area + vehicle glass area * (absorption rate + projection rate * vehicle interior surface area)) + human radiation power * number of passengers + vehicle low-voltage load power * conversion coefficient.

[0071] The thermal management controller collects customer vehicle usage information, environmental information, driving conditions, charging conditions and other data, and learns customer usage habits through built-in algorithms combined with cloud big data self-learning algorithms. Combined with the vehicle usage environment, it calculates the time of the vehicle's next trip and the estimated amount of heat required by the vehicle's thermodynamic system for the driving process and the waste heat generated. Therefore, by controlling the vehicle's thermodynamic system, the battery temperature is pre-modulated during the charging process, the thermal capacity of the battery pack is used to store heat (cold), and the vehicle's thermal management system is controlled during driving. The heat pump is used to transfer heat between the passenger compartment and the battery compartment, instead of directly using electricity to directly generate heat, to meet the vehicle's driving needs. Thus, energy saving is achieved.

[0072] The above data is analyzed and learned through the big data self-learning algorithm (using the deep neural network weighted algorithm for machine learning) to deduce the vehicle usage habits. Specifically, for example, the deep neural network weighted algorithm is used to learn the vehicle departure time and distance information: the daily vehicle travel time, travel road conditions, and driving time are learned. The input quantity for the model is: date; time; geographical location; driving time; mileage. For the same input quantity with the same value, the weighted count is strengthened and corrected, and the input quantity is weighted with this weighted value. The output of the deep neural network weighted algorithm model is the prediction of vehicle travel time, travel road conditions and driving time based on calendar time (that is, the vehicle will most likely depart at what time on a certain day of a certain month, how much mileage is traveled, how long is the driving time, etc.). Similarly, the deep neural network weighted algorithm is used to learn: vehicle usage time, number of vehicle uses per day, vehicle single mileage, average vehicle speed, vehicle road condition information, vehicle driving habits, vehicle air conditioning system setting information, vehicle charging information, and obtain the expected vehicle usage portrait based on calendar time.

[0073] For example: the vehicle is used for commuting; the vehicle is used 4 times a day from Monday to Friday; the first departure time is 7:00-7:15, the first driving distance is 30 kilometers, the time is 70 minutes, the congested road section is 60%, the high-speed section is 40%, and the average energy consumption is 5KWH; the driving habits of the vehicle are 80% aggressive driving (accelerator / brake pedal depth, accelerator / brake pedal frequency) from Monday to Friday, and 30% aggressive driving on Saturday and Sunday; the climate conditions of the vehicle use area (3 months of high temperature time per year, average temperature of 32 degrees, 4 months of low temperature time, average temperature of 0 degrees, daily average temperature curve), and the air conditioning setting data of the driver and passengers (summer setting temperature 22 degrees, 3 wind speeds, winter setting 27 degrees 2 wind speeds); the vehicle is charged every night from 22:00 to 7:00;

[0074] Example 1: Based on the above usage habit data, combined with the current date and time, the next expected travel time is calculated to be Wednesday morning, the vehicle will depart at 7:00-7:15, the expected mileage is 30 kilometers, and it takes 70 minutes; combined with the big data learning results and the weather forecast at the time of vehicle travel, the average temperature of the vehicle route during the travel period is -5 degrees, the sunlight intensity is 500W / M*M; there is 1 person in the car; the air conditioner is set to 27 degrees and the second gear wind volume; and the passenger compartment air conditioning comfort energy consumption is calculated to be 2.4KWH. Based on the learned conventional route or the navigation preset route and the driver's driving habits (driving aggressiveness), the waste heat generated by the battery and motor system is calculated to be 1.2KWH, and the system COP is calculated to be 3 at this time. The integrated air conditioning and electric drive system energy-saving thermal management control system requires 0.4KWH of electrical energy to utilize the waste heat in the battery and motor system. In this way, the vehicle still lacks 0.8KHW of heat energy (2.4-1.2-0.4=0.8) to meet the passenger compartment comfort requirements for this trip. If the vehicle electric heater is used to provide this heat energy during driving, 1KWH of electricity will be consumed (the thermal efficiency of the electric heater is about 0.8). If this heat energy can be transferred from the motor system, only 0.2KWH of electricity will be consumed (0.2+0.2*3=0.8).

[0075] Therefore, the integrated air conditioning and electric drive system energy-saving thermal management control system uses the charging pile power supply to heat the battery during charging before departure, and uses the large thermal capacity of the battery body to pre-store 0.6KWH of thermal energy. In this way, while ensuring the same comfort, the vehicle can save about 0.8KWH of on-board power, which can be converted into a cruising range of about 6 to 7 kilometers (calculated based on 12KWH energy consumption per 100 kilometers).

[0076] Example 2: Based on the above usage habit data, combined with the current date and time, the next expected travel time is calculated to be Sunday morning, the vehicle will depart at 9:15-9:30, the expected mileage is 80 kilometers, the high-speed road conditions account for about 80%, and the time is 60 minutes; combined with the big data learning results and the weather forecast at the time of vehicle travel, the average temperature of the vehicle route during the travel period is 30 degrees, the sunlight intensity is 1000W / M*M; 3 people are in the car; the air conditioner is set to 22 degrees and the wind speed is 3 gears; and the passenger compartment air conditioning comfort energy consumption is calculated to be 0.8KWH. ​​Based on the learned conventional route or the navigation preset route and the driver's driving habits (driving aggressiveness), the waste heat generated by the battery and motor system is calculated to be 2.2KWH. In this environment, in order to maintain the safe and efficient operation of the battery-motor system, this trip requires the battery-motor system to dissipate 2.7KWH of heat (considering the system COP3.5, the system passive heat dissipation is 0.4KWH, and the active heat dissipation is 1.8KWH. ​​The heat requires about 0.5KWH of electrical energy, and the system active heat dissipation is 2.2+0.5=2.7KWH).

[0077] Therefore, the integrated air-conditioning and electric drive system energy-saving thermal management control system uses the charging pile power supply to pre-cool the battery during charging before departure, and reduces the battery system temperature to 6 degrees Celsius below the active cooling temperature threshold in advance (the battery cold storage temperature is calculated based on 2.2KWH of heat). This can ensure that the battery system of the vehicle will not trigger the active cooling threshold during the overall driving of the vehicle, avoid active cooling of the battery system to consume the power of the vehicle battery, and thus increase the vehicle's cruising range by approximately 4 kilometers (calculated based on an energy consumption of 12KWH per 100 kilometers).

[0078] Although the present invention has been described in detail above by general description and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made to the present invention. Therefore, these modifications or improvements made without departing from the spirit of the present invention all belong to the scope of protection claimed by the present invention.

Claims

1. An energy-saving management method for integrated air conditioning and electric drive, characterized in that: include: As one of the core components of the air conditioning system, the evaporator absorbs heat from the air to reduce the temperature and humidity in the car. The evaporator is connected to the condenser in the cabin, which cools and condenses the refrigerant and releases heat to meet the heating needs of the passenger compartment. At the same time, the outboard condenser cools the refrigerant by exchanging heat with the outside air, transferring the heat in the cabin to the environment to achieve cabin cooling. The outboard condenser is connected to an electric compressor, which compresses the low-pressure refrigerant into high-pressure gas and delivers it to the cabin and outboard condensers. The refrigerant-coolant heat exchanger is used to perform heat exchange between the refrigerant and the coolant. After passing through the electronic expansion valve 10, the refrigerant will become a low-temperature and low-pressure gas, while the coolant will be a high-temperature liquid. Through the refrigerant-coolant heat exchanger, the refrigerant can absorb the heat of the coolant and become a high-temperature and low-pressure gas, thereby completing the refrigeration cycle. The electric drive system provides power to the entire air conditioning system and is connected to a water pump that circulates coolant to various components to keep the system running properly. In addition, the electric drive system is also connected to an electric heater that provides additional heating to meet temperature requirements under specific operating conditions. The electronic expansion valve is a key component for controlling the refrigerant flow rate. It is located at the inlet of the evaporator and the inlet of the refrigerant-coolant heat exchanger. The refrigerant flow rate is controlled by adjusting the opening, thereby affecting the working effect of the evaporator and the refrigerant-coolant heat exchanger. The three-way valve is used to control the flow direction of the refrigerant. It is connected between the evaporator, the in-cabin condenser and the out-cabin condenser to adjust the flow direction of the refrigerant as needed to achieve different working modes. The pressure and temperature sensors and temperature sensors are used to control the pressure and temperature parameters of the system. They are installed in different locations, including the evaporator, the condenser inside the cabin and the condenser outside the cabin, so as to control the operating status of the system in real time and make adjustments and controls as needed. The thermal management controller obtains vehicle driving conditions and passenger setting inputs through pressure and temperature sensors, temperature sensors, and vehicle buses to achieve the following functions: (1) Calculate the heat load and target heat dissipation power in real time to maintain safe and efficient operation of the electric drive system; The thermal management controller adjusts the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system by controlling the electric compressor, water pump, and electronic expansion valve 2, thereby controlling the heat energy extracted from the electric drive system and releasing it to the environment through the outdoor condenser to meet the operating temperature requirements of the electric drive unit; (2) Calculate the heat load and heating power of the passenger compartment to meet the temperature control requirements of the passenger compartment and the temperature control requirements of the electric drive system; (2.1) When the heat dissipation power of the electric drive system is greater than the heating power of the passenger compartment air conditioning system: the thermal management controller controls the refrigerant flow in the cabin condenser and evaporator by controlling the compressor speed and the opening of the expansion valve 1, thereby adjusting the heat exchange amount of the air conditioning system; at the same time, by controlling the water pump and the electronic expansion valve 2, the refrigerant flow in the refrigerant-coolant heat exchanger and the coolant flow in the electric drive system are adjusted to control the heat energy required for heating the passenger compartment air conditioning system extracted from the electric drive system; (2.2) When the heat dissipation power of the electric drive system is less than the heating power of the passenger compartment air conditioning system: Different from (2.1), the system also controls the electric heater to make up for the missing heat energy; (3) Calculate the heat load and heating power of the passenger compartment to meet the operating temperature requirements of the electric drive unit and the requirements of temperature control and dehumidification of the passenger compartment; The thermal management controller controls the refrigerant flow of the outboard condenser by controlling the proportional opening of the outboard condenser and the three-way flow control valve, thereby controlling the heat exchange between the vehicle's thermodynamic control system and the environment; (3.1) When the electric drive system needs cooling, calculate the cooling power required by the electric drive system, control the water pump speed according to the calculated power, open the electronic expansion valve 2 and control its proportional opening to control the electronic water pump speed, control the output speed of the electric compressor, open the three-way flow control valve to the outboard condenser position and adjust its opening proportionally; (3.2) When the electric drive system needs to be cooled and the passenger compartment needs to be heated, calculate the heat load and heating power of the passenger compartment and the cooling power required by the electric drive system, and control the water pump speed, the opening of the electronic expansion valve 2, the output speed of the electric compressor based on the calculation results, open the three-way flow control valve to the position of the cabin condenser and adjust its opening proportionally, and control the high-voltage electric heater according to the power to make up for the power difference between the two systems; (3.3) When the passenger compartment needs to be heated and the electric drive system does not need to be cooled, calculate the heat load and heating power of the passenger compartment, and control the water pump speed according to the calculation results, proportionally open the electronic expansion valve 2, control the output speed of the electric compressor, open the three-way flow control valve to the cabin condenser position and proportionally adjust its opening, and control the high-voltage electric heater according to the power; (3.4) When the passenger compartment needs to be dehumidified, the relative humidity of the passenger compartment and the corresponding fogging risk are calculated, and the electronic expansion valve 1 is opened and its opening is controlled, the output speed of the electric compressor is controlled, and the three-way flow control valve is opened to the cabin condenser position and its opening is proportionally feedback controlled.

2. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: The vehicle driving conditions include the vehicle using battery energy to accelerate or travel at a constant speed, the vehicle recovering energy during braking, the vehicle idling conditions, the vehicle slow charging conditions, the vehicle fast charging conditions, the vehicle fast charging pre-preparation conditions when pre-cooling or heating the power battery, the vehicle air conditioning cooling conditions, the vehicle air conditioning heating conditions and the vehicle air conditioning dehumidification conditions.

3. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: The regulation is achieved by adjusting the speed of the coolant pump or the opening of the proportional flow valve. The refrigerant properties are changed by compressing the refrigerant, and the heat is extracted and transported between different systems through the evaporation and condensation cycle of the refrigerant.

4. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: When the electric drive system needs cooling, the electric compressor and electronic expansion valve compress and expand the refrigerant to replace the waste heat in the electric drive system and diffuse it into the environment through the offboard heat exchanger, thereby cooling the electric drive system.

5. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: When the electric drive system needs to be cooled and the passenger compartment needs to be heated, the electric compressor and electronic expansion valve compress and expand the refrigerant, displace the waste heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger, making full use of the vehicle's energy while meeting the cooling needs of the electric drive system and the heating needs of the passenger compartment.

6. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: When the passenger compartment needs to be heated and the electric drive system does not need to be cooled, the electric compressor and electronic expansion valve compress and expand the refrigerant, exchange the heat in the electric drive system and release it into the passenger compartment through the cabin heat exchanger. The electric heater compensates for the heat loss in the electric drive system and keeps the temperature of the electric drive system in the optimal temperature range for efficient operation, while achieving the temperature maintenance of the electric drive system and the heating process of the passenger compartment.

7. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: When the passenger compartment needs to be dehumidified, the electric compressor and electronic expansion valve reduce the cabin evaporator temperature by compressing and expanding the refrigerant, remove moisture from the air by condensation, and reheat the outlet air through the cabin condenser to keep the outlet air temperature from being too low to affect comfort; The compressor energy is fully utilized in the whole process, avoiding the use of additional energy for secondary heating of the dehumidified air.

8. The energy-saving management method for integrated air conditioning and electric drive according to claim 1, characterized in that: Thermal load = (battery actual temperature - battery target temperature) * battery specific heat capacity * battery weight * battery ~ coolant heat transfer coefficient, where the battery specific heat capacity needs to be related to the battery SOC; Heat dissipation power = (cell temperature - coolant temperature) * coolant specific heat capacity * coolant density * coolant flow rate * water pump power output percentage * cooling system heat exchange efficiency; coolant density is related to coolant temperature, and coolant flow rate is related to coolant temperature and water pump efficiency; Passenger compartment cooling power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - evaporator target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature; Passenger compartment heating power = (ambient temperature - (ambient temperature + vehicle interior temperature) * internal and external circulation airflow percentage - cabin condenser target temperature) * air density * air specific heat capacity * air flow * blower output percentage * system heat exchange efficiency, where air density is related to air temperature; Passenger compartment heat load = (actual temperature inside the vehicle - target temperature inside the vehicle) * air specific heat capacity * air density * cabin air volume + (actual temperature of the interior - target temperature inside the vehicle) * interior specific heat capacity * interior mass + (ambient temperature - actual temperature inside the vehicle) * vehicle exterior area * convection heat transfer coefficient + sunlight radiation power * normal coefficient * (vehicle exterior area + vehicle glass area * (absorption rate + projection rate * vehicle interior surface area)) + human radiation power * number of passengers + vehicle low-voltage load power * conversion coefficient.

9. Energy-saving management system for integrated air conditioning and electric drive, characterized in that: The system is realized by the method described in any one of claims 1 to 8.

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