New energy vehicle thermal management integration module, control method thereof, vehicle-mounted terminal and vehicle

Abstract

The invention discloses a new energy vehicle thermal management integration module and a control method thereof, a vehicle-mounted terminal and a vehicle, and the integration module comprises a runner plate which is internally provided with a runner; the compressor is arranged on one side of the runner plate; the first heat exchanger is arranged on the other side of the runner plate, and an inlet of the first heat exchanger is aligned with and communicates with an outlet of the compressor; the second heat exchanger and the first heat exchanger are arranged on the same side of the runner plate in parallel, and an outlet of the second heat exchanger is aligned and communicated with an inlet of the compressor; wherein the runner plate is respectively provided with a first runner opening and a second runner opening, and the first runner opening and the second runner opening are communicated with the runner; the first flow channel opening is aligned and communicated with an outlet of the first heat exchanger, and the second flow channel opening is aligned and communicated with an inlet of the second heat exchanger; a third runner opening and a fourth runner opening which are communicated with the runner are formed in the top of the runner plate; a filling valve is mounted on the third flow channel opening, and an expansion valve is mounted on the fourth flow channel opening.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal management of new energy vehicles, and in particular relates to a new energy vehicle thermal management integrated module and a control method thereof, an on-board terminal and a vehicle. Background Art

[0002] With the continuous advancement of new energy vehicle technology, the demand for thermal management functions has become more complex, resulting in a sharp increase in the number of pipes and joints. This change has led to a series of problems such as reduced system reliability, significantly increased installation and maintenance costs, and the risk of refrigerant leakage. Too many pipes increase system complexity and occupy a large space, resulting in reduced utilization of the front cabin space of the car, and will cause certain energy losses and reduce system efficiency. Summary of the invention

[0003] The purpose of the present invention is to overcome the defects of the prior art and provide a new energy vehicle thermal management integrated module, which integrates the pipes and interfaces of the refrigerant circuit into one, can reduce the number of pipes in the thermal management system, reduce the degree of dispersion of parts, simplify the connection method between components, reduce the space occupied by the vehicle thermal management system, and reduce energy loss.

[0004] The present invention also provides a control method for a new energy vehicle thermal management integrated module, which can quickly and accurately determine the working mode of the thermal management integrated module, effectively reduce system complexity and improve system efficiency.

[0005] The present invention also provides a vehicle-mounted terminal for implementing a control method for a thermal management integrated module of a new energy vehicle.

[0006] The technical solution provided by the present invention is:

[0007] A new energy vehicle thermal management integrated module, comprising:

[0008] A flow channel plate, wherein a flow channel is provided inside;

[0009] A compressor, which is arranged on one side of the flow channel plate;

[0010] A first heat exchanger is disposed on the other side of the flow channel plate, wherein an inlet of the first heat exchanger is aligned with and communicated with an outlet of the compressor;

[0011] A second heat exchanger is arranged in parallel with the first heat exchanger on the same side of the flow channel plate, and an outlet of the second heat exchanger is aligned with and communicated with an inlet of the compressor;

[0012] The flow channel plate is provided with a first flow channel opening and a second flow channel opening on one side corresponding to the first heat exchanger and the second heat exchanger, respectively, and the first flow channel opening and the second flow channel opening are connected to the flow channel; the first flow channel opening is aligned with and connected to the outlet position of the first heat exchanger, and the second flow channel opening is aligned with and connected to the inlet position of the second heat exchanger;

[0013] A third flow channel opening and a fourth flow channel opening are provided on the top of the flow channel plate, and the third flow channel opening and the fourth flow channel opening are connected to the flow channel; a charging valve is installed on the third flow channel opening, and an expansion valve is installed on the fourth flow channel opening.

[0014] Preferably, the flow channel plate is Z-shaped and is arranged to avoid the inlet and outlet of the compressor.

[0015] Preferably, the outlet of the compressor and the inlet of the first heat exchanger are connected through a first joint; the first joint is in the shape of a circular tube, one end of which is connected to the compressor, and the outer edge of the other end is provided with a first square connecting plate, and is connected to the first heat exchanger through the first square connecting plate;

[0016] A temperature and pressure sensor base is arranged around the first joint;

[0017] The first joint is welded to the compressor by friction welding, and the first square connecting plate is connected to the first heat exchanger by brazing.

[0018] Preferably, the inlet of the compressor and the outlet of the second heat exchanger are connected through a second joint; the second joint is in the shape of a circular tube, one end of which is connected to the compressor, and the outer edge of the other end is provided with a second square connecting plate, and is connected to the second heat exchanger through the second square connecting plate;

[0019] A temperature and pressure sensor base is arranged around the second joint;

[0020] The second joint is welded to the compressor by friction welding, and the second square connecting plate is connected to the second heat exchanger by brazing.

[0021] Preferably, the first joint and the second joint are both integrally formed structures.

[0022] Preferably, a first temperature and pressure sensor is connected to the temperature and pressure sensor base of the first joint, and a second temperature and pressure sensor is connected to the temperature and pressure sensor base of the second joint.

[0023] Preferably, the charging valve is connected to the third flow channel opening via a threaded connection, and the expansion valve is connected to the fourth flow channel opening via a threaded connection.

[0024] A control method for a new energy vehicle thermal management integrated module, used to control the new energy vehicle thermal management integrated module, comprising:

[0025] Determine the thermal management working mode of new energy vehicles based on the temperature values ​​of the passenger compartment, battery and electric drive components collected by sensors;

[0026] Determine the load of the passenger compartment, battery and electric drive components according to the thermal management working mode of the new energy vehicle, and determine the load of the thermal management integrated module of the new energy vehicle according to the load of the passenger compartment, battery and electric drive components;

[0027] According to the load of the new energy vehicle thermal management integrated module, the working mode of the new energy vehicle thermal management integrated module is determined, and according to the working mode of the new energy vehicle thermal management integrated module, the speed of the compressor, the opening of the expansion valve and the flow rate of the coolant are controlled.

[0028] A vehicle-mounted terminal, which is used to implement the control method of the new energy vehicle thermal management integrated module, comprises:

[0029] A memory, which is used to store the control method of the new energy vehicle thermal management integrated module;

[0030] A processor is used to execute the control method of the new energy vehicle thermal management integrated module.

[0031] A vehicle comprises the new energy vehicle thermal management integrated module.

[0032] The beneficial effects of the present invention are:

[0033] The new energy vehicle thermal management integrated module provided by the present invention integrates the pipelines and interfaces of the refrigerant circuit into one, which can reduce the number of pipelines in the thermal management system, reduce the degree of dispersion of parts, simplify the connection method between parts, and reduce the space occupied by the vehicle thermal management system; to a certain extent, it reduces the risk of refrigerant leakage, reduces energy loss, and improves system working efficiency.

[0034] The control method of the thermal management integrated module of a new energy vehicle provided by the present invention can quickly and accurately determine the working mode of the thermal management integrated module, and can effectively reduce system complexity and improve system efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a schematic diagram of the overall structure of the new energy vehicle thermal management integrated module described in the present invention.

[0036] Figure 2 It is a schematic diagram of the connection structure between the compressor and the first heat exchanger described in the present invention.

[0037] Figure 3 It is a schematic diagram of the connection structure between the flow channel plate and the first heat exchanger and the second heat exchanger according to the present invention.

[0038] Figure 4 It is a schematic structural diagram of the flow channel plate described in the present invention.

[0039] Figure 5 It is a schematic diagram of the first heat exchanger plate integrated with the liquid storage tank according to the present invention.

[0040] Figure 6 This is a framework diagram of the control method of the new energy vehicle thermal management integrated module described in the present invention. DETAILED DESCRIPTION

[0041] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0042] like Figure 1-5 As shown, the present invention provides a new energy vehicle thermal management integrated module, including: a flow channel plate 110, a compressor 120, a first heat exchanger 130, a second heat exchanger 140, a charging valve 150 and an expansion valve 160. Among them, the first heat exchanger 110 is integrated with a liquid storage tank.

[0043] A flow channel is provided inside the flow channel plate 110. The compressor 120 is arranged on one side of the flow channel plate 110; the first heat exchanger 130 is arranged on the other side of the flow channel plate 110; the inlet of the first heat exchanger 130 is aligned with and connected to the outlet of the compressor 120. The second heat exchanger 140 is arranged in parallel with the first heat exchanger 130 on the same side of the flow channel plate 110, and the outlet of the second heat exchanger 140 is aligned with and connected to the inlet of the compressor 110.

[0044] The flow channel plate 110 is provided with a first flow channel opening 111 and a second flow channel opening 112 on one side corresponding to the first heat exchanger 130 and the second heat exchanger 140, respectively, and the first flow channel opening 111 and the second flow channel opening 112 are connected to the flow channel inside the flow channel plate 110. The first flow channel opening 111 is aligned with and connected to the outlet position of the first heat exchanger 130, and the second flow channel opening 112 is aligned with and connected to the inlet position of the second heat exchanger 140. The top of the flow channel plate 110 is provided with a third flow channel opening 113 and a fourth flow channel opening 114, and the third flow channel opening 113 and the fourth flow channel opening 114 are connected to the flow channel inside the flow channel plate 110. A charging valve 150 is installed on the third flow channel opening 113, and an expansion valve 160 is installed on the fourth flow channel opening 114.

[0045] In this embodiment, the flow channel plate 110 is in a Z-shape and is arranged to avoid the inlet and outlet of the compressor 120. The inlet of the first heat exchanger 130 and the outlet of the compressor 120 are connected to each other, and the outlet of the second heat exchanger 140 and the inlet of the compressor 110 are connected to each other without interference with the flow channel plate 110.

[0046] The outlet of the compressor 120 and the inlet of the first heat exchanger 130 are connected through the first joint 121; the first joint 121 is in the shape of a round tube, one end of the first joint 121 is connected to the compressor 120, and the outer edge of the other end is provided with a first square connecting plate 121a, and is connected to the first heat exchanger 130 through the first square connecting plate 121a. The first joint 121 and the compressor 120 are welded by friction welding, and the first square connecting plate 121a and the first heat exchanger 130 are connected by brazing.

[0047] The inlet of the compressor 120 and the outlet of the second heat exchanger 140 are connected through the second joint 122; the second joint 122 is in the shape of a round tube, one end of the second joint 122 is connected to the compressor 120, and the outer edge of the other end is provided with a second square connecting plate 122a, and is connected to the second heat exchanger 140 through the second square connecting plate 122a. The second joint 122 and the compressor 110 are welded by friction welding, and the second square connecting plate 122a and the second heat exchanger 140 are connected by brazing.

[0048] The friction welding connection method can ensure the sealing effect of the connection between the first joint 121, the second joint 122 and the compressor, and ensure the airtightness of the welding.

[0049] The first joint 121 is provided with a temperature and pressure sensor base in the circumference, and the first temperature and pressure sensor (high-pressure temperature and pressure sensor) 123 is installed on the temperature and pressure sensor base of the first joint 121. The second joint 122 is provided with a temperature and pressure sensor base in the circumference, and the second temperature sensor (low-pressure temperature and pressure sensor) 124 is installed on the temperature and pressure sensor base of the second joint 122.

[0050] The first flow channel opening 111 and the outlet of the first heat exchanger 130, and the second flow channel opening 112 and the inlet of the second heat exchanger 140 are connected by brazing. The liquid storage tank is formed by brazing the flange formed by stamping the heat exchanger plate. The refrigerant entering the first heat exchanger 130 enters the liquid storage tank after cooling, and flows out of the liquid storage tank into the first flow channel opening 111 of the flow channel plate 110. Figure 5As shown, in one embodiment, a first heat exchanger plate integrated with a liquid storage tank is provided. The liquid storage tank in the form of a plate forms a liquid storage cavity capable of accommodating refrigerant through a designed shape and structure, and can organically combine the water-cooled condenser and the liquid storage tank. When the plates are stacked together, a liquid storage cavity capable of accommodating refrigerant is naturally formed inside, thereby acting as a liquid storage tank, thereby realizing the integration of the first heat exchanger and the liquid storage tank.

[0051] The flow channel plate 110 and the first heat exchanger 130 , the flow channel plate 110 and the second heat exchanger 140 , and the flow channel plate 110 and the compressor 120 are positioned respectively by means of slots.

[0052] The filling valve 150 is connected to the third flow channel 113 by threads, and the seal is ensured by a gasket. The expansion valve 160 is connected to the fourth flow channel 114 by threads, and the seal is ensured by a gasket.

[0053] Refrigerant flows in the thermal management integrated module of new energy vehicles. The refrigerant enters the inlet of the compressor from the outlet of the second heat exchanger, enters the inlet of the first heat exchanger from the outlet of the compressor after being compressed by the compressor, enters the inlet of the liquid storage tank in the first heat exchanger after releasing heat in the first heat exchanger, enters the expansion valve through the flow channel plate from the outlet of the liquid storage tank, enters the inlet of the second heat exchanger through the flow channel plate after throttling by the expansion valve, and enters the compressor after absorbing heat in the second heat exchanger.

[0054] The new energy vehicle thermal management integrated module provided by the present invention has high space utilization and is highly integrated. There is no need to increase the layout space of the pipelines. Only a space equal to the thickness of the flow channel plate is added between the compressor and the two heat exchangers (the first heat exchanger and the second heat exchanger). It is easy to install; it reduces the difficulty of the space layout of the whole vehicle and greatly reduces the system energy loss caused by the pressure drop of the pipeline; it reduces the process assembly links in the manufacturing process and improves the production efficiency; it also reduces the risk of refrigerant leakage to a certain extent and improves the system working efficiency.

[0055] The present invention also provides a control method for a new energy vehicle thermal management integrated module. Figure 6 As shown, the control method includes the following steps:

[0056] Step S100: Determine the thermal management working mode of the new energy vehicle.

[0057] Step S200: determining the load of the new energy vehicle thermal management integrated module according to the new energy vehicle thermal management working mode.

[0058] Step S300: Determine the working mode of the new energy vehicle thermal management integrated module according to the load condition of the new energy vehicle thermal management integrated module, and then control the speed of the compressor, the opening of the expansion valve and the flow rate of the coolant.

[0059] Specifically, in different application scenarios, the thermal management working mode is different. First, the thermal management working mode of the new energy vehicle is determined, and then the load of the thermal management integrated module of the new energy vehicle is determined based on the thermal management working mode, and then the speed of the compressor and the opening of the expansion valve are controlled to match the working state of the thermal management integrated module of the new energy vehicle with the specific application scenario.

[0060] Step S100 specifically includes:

[0061] Step S110, obtaining temperature values ​​collected by temperature sensors in the passenger compartment, battery, and electric drive.

[0062] Step S120, according to the temperature value collected by the temperature sensor, determine the thermal management working mode of the new energy vehicle. The thermal management working modes of the new energy vehicle include: passenger compartment cooling + electric drive cooling, electric drive cooling + battery cooling, passenger compartment cooling + electric drive cooling + battery cooling, passenger compartment heating + electric drive waste heat utilization, battery heating + electric drive waste heat utilization, passenger compartment heating + battery heating + electric drive waste heat utilization, passenger compartment heating + air source heat pump, battery heating + air source heat pump, passenger compartment heating + battery heating + air source heat pump, passenger compartment heating and dehumidification, outdoor radiator defrosting, etc. The judgment method of the thermal management working mode of the new energy vehicle is: when the temperature of the controlled object is higher or lower than the target temperature, it is considered that the controlled object needs to be heated or cooled. For example, if the passenger compartment temperature is lower than the passenger compartment target temperature, the thermal management working mode of the new energy vehicle is the passenger compartment heating mode.

[0063] Step S200 specifically includes:

[0064] Step S210, according to the thermal management working mode of the new energy vehicle, and the passenger compartment air volume, air inlet temperature, target air outlet temperature, battery coolant inlet temperature, battery coolant flow, electric drive coolant inlet temperature, electric drive coolant flow, determine the load conditions of the passenger compartment, battery, electric drive and other components according to the specific heat capacity formula.

[0065] Step S220: Determine the total load of each component based on the load of the passenger compartment, battery, electric drive and other components, and then determine the load of the new energy vehicle thermal management integrated module.

[0066] Step S300 also includes:

[0067] Step S310: Determine the working mode of the thermal management integrated module of the new energy vehicle (the speed of the compressor, the opening of the expansion valve and the flow rate of the coolant) according to the load condition of the thermal management integrated module of the new energy vehicle.

[0068] In this embodiment, the correspondence between the target heat exchange and the compressor speed and the expansion valve opening is first obtained through experiments, and then the compressor speed and the expansion valve opening corresponding to the load of the thermal management integrated module of the new energy vehicle are determined by calibrating the target heat exchange (the load of the thermal management integrated module of the new energy vehicle) and the compressor speed and the expansion valve opening.

[0069] For the coolant flow rate, firstly, the relationship between the target heat exchange and the coolant inlet temperature and the coolant flow rate is obtained through experiments. Secondly, the relationship between the target heat exchange and the coolant inlet temperature and the coolant flow rate obtained through experimental calibration is used to determine the flow rate on the coolant side of the current new energy vehicle thermal management integrated module.

[0070] Step S320: Control the speed of the compressor, the opening of the expansion valve and the flow rate of the coolant according to the determined working mode of the new energy vehicle thermal management integrated module.

[0071] The present invention also provides a vehicle-mounted terminal for implementing the control method of the new energy vehicle thermal management integrated module.

[0072] The vehicle terminal may include: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the control method of the new energy vehicle thermal management integrated module provided in the above embodiment is implemented.

[0073] Furthermore, the vehicle-mounted terminal also includes: a communication interface for realizing communication between the memory and the processor. The memory may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory. If the memory, processor and communication interface are implemented independently, the communication interface, memory and processor can be interconnected through a bus and complete mutual communication. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc.

[0074] Specifically, if the memory, processor and communication interface are integrated on a chip, the memory, processor and communication interface can communicate with each other through an internal interface. The processor may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0075] The specific implementation of the control method is further explained below in conjunction with specific embodiments and some operating conditions of a vehicle.

[0076] In the following embodiments, the refrigerant used is R290, the compressor displacement is 34cc, the first heat exchanger and the second heat exchanger are both plate heat exchangers, and the length of the plates of the first heat exchanger and the second heat exchanger are both 165mm and 75mm respectively. The first heat exchanger has 29 layers of refrigerant and 28 layers of coolant for heat exchange, and the second heat exchanger has 38 layers of refrigerant and 37 layers of coolant for heat exchange.

[0077] In this embodiment, a calibration method of the integrated module is provided. When the ambient temperature is -5°C to -10°C, the working mode of the integrated module under this condition is set to a refrigerant evaporation temperature of -20°C and a condensation temperature of 65°C. Adjust the compressor speed and the expansion valve opening, and record the corresponding relationship between the heat absorbed by the coolant side of the first heat exchanger, the heat released by the coolant side of the second heat exchanger, and the compressor speed and the expansion valve opening under the condition that the refrigerant outlet of the first heat exchanger is supercooled by about 8°C and the refrigerant outlet of the second heat exchanger is superheated by about 4°C. For each heat absorbed by the coolant side of the first heat exchanger and the heat released by the coolant side of the second heat exchanger, record the corresponding relationship between the coolant inlet temperature of the first heat exchanger side and the coolant flow rate, and the corresponding relationship between the coolant inlet temperature of the second heat exchanger side and the coolant flow rate.

[0078] The working range ambient temperature of the integrated module from -15°C to 45°C is divided into several of the above ambient temperature ranges, and the above steps are repeated to record the correspondence between the heat absorbed by the coolant side of the first heat exchanger, the heat released by the coolant side of the second heat exchanger, the compressor speed and the expansion valve opening; the correspondence between the heat absorbed by the coolant side of the first heat exchanger, the heat released by the coolant side of the second heat exchanger, the coolant inlet temperature of the first heat exchanger side and the coolant flow rate of the first heat exchanger; the correspondence between the heat absorbed by the coolant side of the first heat exchanger, the heat released by the coolant side of the second heat exchanger, the coolant inlet temperature of the second heat exchanger side and the coolant flow rate of the second heat exchanger.

[0079] Example 1

[0080] In this embodiment, the ambient temperature is -5°C, and the working mode of the integrated module corresponding to the ambient temperature is a refrigerant evaporation temperature of -20°C and a condensation temperature of 65°C. The passenger compartment temperature is 20°C, which is lower than the target temperature of 27°C, and the battery coolant temperature is 17.5°C, which is lower than the target temperature of 22°C. Both the passenger compartment and the battery need to be heated, and the electric drive has no residual heat. The thermal management working mode of the new energy vehicle is determined to be passenger compartment heating and battery heating.

[0081] The battery coolant flow rate is 10L / min, the coolant needs to be heated from 17.5°C to 22°C, the coolant specific heat is 3.242kJ / (kg*K), the coolant density is 1078kg / m^3, according to the specific heat capacity formula, the battery heating load is 2621.2W, the passenger compartment air volume is 0.11m^2 / s, the passenger compartment air needs to be heated from 20°C to 45°C, the air specific heat is 1.013kJ / (kg*K), the air density is 1.164kg / m^3, according to the specific heat capacity formula, the passenger compartment heating load is 3242.6W.

[0082] Adding the load of the passenger compartment and the battery, minus the waste heat of the electric drive, the total load of each component is 5863.8W. Taking into account the loss during heat transfer, the load of the air source heat pump is 6000W, that is, the first heat exchanger needs to release 6000W of heat to the coolant.

[0083] According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the compressor speed and the expansion valve opening, the compressor speed is adjusted to 6000r / min; the expansion valve opening is 35%, so that the refrigerant flow in the first heat exchanger meets the target heat exchange requirement. The coolant inlet temperature on the second heat exchanger side is measured to be -8.5℃. According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the coolant inlet temperature on the second heat exchanger side and the coolant flow rate of the second heat exchanger, the coolant flow rate of the second heat exchanger is adjusted to 10L / min. The coolant inlet temperature on the first heat exchanger side is measured to be 52℃. According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the coolant inlet temperature on the first heat exchanger side and the coolant flow rate of the first heat exchanger, the coolant flow rate of the first heat exchanger is adjusted to 17L / min.

[0084] Example 2

[0085] In this embodiment, the ambient temperature is -5°C, and the working mode of the integrated module corresponding to the ambient temperature is -20°C for the refrigerant evaporation temperature and 65°C for the condensation temperature. The passenger compartment temperature is 24°C, which is lower than the target temperature of 27°C, and the battery coolant temperature is 20°C, which is lower than the target temperature of 22°C. Both the passenger compartment and the battery need to be heated, and the electric drive waste heat is 500W. The thermal management working mode of the new energy vehicle is determined to be passenger compartment heating and battery heating.

[0086] The battery coolant flow rate is 10L / min, the coolant needs to be heated from 20℃ to 22℃, the coolant specific heat is 3.242kJ / (kg*K), the coolant density is 1078kg / m^3, according to the specific heat capacity formula, the battery heating load is 1165W at this time, the passenger compartment air volume is 0.11m^2 / s, the passenger compartment air intake needs to be heated from 24℃ to 45℃, the air specific heat is 1.013kJ / (kg*K), the air density is 1.164kg / m^3, according to the specific heat capacity formula, the passenger compartment heating load is 2723.8W.

[0087] Add the load of the passenger compartment and the battery, subtract the waste heat of the electric drive, and the total load of each component is 3388.8 W. Taking into account the loss during heat transfer, the load of the air source heat pump is 3388.8 W, that is, the first heat exchanger needs to release 3388.8 W of heat to the coolant.

[0088] According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the compressor speed and the expansion valve opening, the compressor speed is adjusted to 4500r / min; the expansion valve opening is 60%, so that the refrigerant flow in the first heat exchanger meets the target heat exchange requirement. The coolant inlet temperature on the second heat exchanger side is measured to be -8.5℃. According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the coolant inlet temperature on the second heat exchanger side and the coolant flow of the second heat exchanger, the coolant flow rate of the second heat exchanger is adjusted to 10L / min. The coolant inlet temperature on the first heat exchanger side is measured to be 52℃. According to the correspondence between the heat absorbed by the coolant side of the first heat exchanger and the coolant inlet temperature on the first heat exchanger side and the coolant flow of the first heat exchanger, the coolant flow rate of the first heat exchanger is adjusted to 17L / min.

[0089] Example 3

[0090] In this embodiment, the ambient temperature is 45°C, and the working mode of the integrated module corresponding to the ambient temperature is 0°C for the refrigerant evaporation temperature and 65°C for the condensation temperature. The passenger compartment temperature is 29°C, which is 23°C higher than the target temperature, and the battery coolant temperature is 37°C, which is 35°C higher than the target temperature. Both the passenger compartment and the battery need to be cooled. The thermal management working mode of the new energy vehicle is determined to be passenger compartment cooling and battery cooling.

[0091] The battery coolant flow rate is 10L / min, the coolant needs to be cooled from 37°C to 35°C, the coolant specific heat is 3.242kJ / (kg*K), the coolant density is 1078kg / m^3, according to the specific heat capacity formula, the battery cooling load is 1173.5W. The passenger compartment air volume is 0.11m^2 / s, the passenger compartment air needs to be cooled from 29°C to 12°C, the air specific heat is 1.013kJ / (kg*K), the air density is 1.161kg / m^3, according to the specific heat capacity formula, the passenger compartment cooling load is 2199.3W.

[0092] Adding the loads of the passenger compartment and the battery, the total load of each component is 3372.8W. Taking into account the losses during heat transfer, the load of the air-conditioning system is 3500W, that is, the coolant in the second heat exchanger absorbs 3500W of heat.

[0093] According to the correspondence between the heat released by the coolant side of the second heat exchanger and the compressor speed and the expansion valve opening, the compressor speed is adjusted to 3700r / min; the expansion valve opening is 46%, so that the refrigerant flow in the second heat exchanger meets the target heat exchange requirement. The coolant inlet temperature on the second heat exchanger side is measured to be 8°C. According to the correspondence between the heat released by the coolant side of the second heat exchanger and the coolant inlet temperature on the second heat exchanger side and the coolant flow rate of the second heat exchanger, the coolant flow rate of the second heat exchanger is adjusted to 10L / min. The coolant inlet temperature on the first heat exchanger side is measured to be 65℃. According to the correspondence between the heat released by the coolant side of the second heat exchanger and the coolant inlet temperature on the first heat exchanger side and the coolant flow rate of the first heat exchanger, the coolant flow rate of the first heat exchanger is adjusted to 11L / min.

[0094] Example 4

[0095] In this embodiment, the ambient temperature is 35°C, and the working mode of the integrated module corresponding to the ambient temperature is that the refrigerant evaporation temperature is 0°C and the condensation temperature is 55°C. The passenger compartment temperature is 29°C, which is higher than the target temperature of 23°C, and the passenger compartment needs to be cooled. The thermal management working mode of the new energy vehicle is determined to be passenger compartment cooling.

[0096] The air volume into the passenger compartment is 0.11m^2 / s. The air into the passenger compartment needs to be cooled from 29℃ to 15℃. The specific heat of air is 1.013kJ / (kg*K). The air density is 1.161kg / m^3. According to the specific heat capacity formula, the cooling load of the passenger compartment is 1811.2W.

[0097] At this time, the total load of each component is 1811.2W. Taking into account the loss during heat transfer, the load of the air conditioning system is 2000W, that is, the second heat exchanger needs to absorb 2000W of heat from the coolant.

[0098] According to the correspondence between the heat released by the coolant side of the second heat exchanger and the compressor speed and the expansion valve opening, the compressor speed is adjusted to 3100r / min; the expansion valve opening is 60%, so that the refrigerant flow in the second heat exchanger meets the target heat exchange requirement. The coolant inlet temperature on the second heat exchanger side is measured to be 7°C. According to the correspondence between the heat released by the coolant side of the second heat exchanger and the coolant inlet temperature on the second heat exchanger side and the coolant flow rate of the second heat exchanger, the coolant flow rate of the second heat exchanger is adjusted to 10L / min. The coolant inlet temperature on the first heat exchanger side is measured to be 45°C. According to the correspondence between the heat released by the coolant side of the second heat exchanger and the coolant inlet temperature on the first heat exchanger side and the coolant flow rate of the first heat exchanger, the coolant flow rate of the first heat exchanger is adjusted to 10L / min.

[0099] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A new energy vehicle thermal management integrated module, characterized in that: include: A flow channel plate, wherein a flow channel is provided inside; A compressor, which is arranged on one side of the flow channel plate; A first heat exchanger is disposed on the other side of the flow channel plate, wherein an inlet of the first heat exchanger is aligned with and communicated with an outlet of the compressor; A second heat exchanger is arranged in parallel with the first heat exchanger on the same side of the flow channel plate, and an outlet of the second heat exchanger is aligned with and communicated with an inlet of the compressor; The flow channel plate is provided with a first flow channel opening and a second flow channel opening on one side corresponding to the first heat exchanger and the second heat exchanger, respectively, and the first flow channel opening and the second flow channel opening are connected to the flow channel; the first flow channel opening is aligned with and connected to the outlet position of the first heat exchanger, and the second flow channel opening is aligned with and connected to the inlet position of the second heat exchanger; A third flow channel opening and a fourth flow channel opening are provided on the top of the flow channel plate, and the third flow channel opening and the fourth flow channel opening are connected to the flow channel; a charging valve is installed on the third flow channel opening, and an expansion valve is installed on the fourth flow channel opening.

2. The new energy vehicle thermal management integrated module according to claim 1, characterized in that: The flow channel plate is Z-shaped and is arranged to avoid the inlet and outlet of the compressor.

3. The new energy vehicle thermal management integrated module according to claim 1 or 2, characterized in that: The outlet of the compressor and the inlet of the first heat exchanger are connected through a first joint; the first joint is in the shape of a circular tube, one end of which is connected to the compressor, and the outer edge of the other end is provided with a first square connecting plate, and is connected to the first heat exchanger through the first square connecting plate; A temperature and pressure sensor base is arranged around the first joint; The first joint is welded to the compressor by friction welding, and the first square connecting plate is connected to the first heat exchanger by brazing.

4. The new energy vehicle thermal management integrated module according to claim 3, characterized in that: The inlet of the compressor and the outlet of the second heat exchanger are connected through a second joint; the second joint is in the shape of a circular tube, one end of which is connected to the compressor, and the outer edge of the other end is provided with a second square connecting plate, and is connected to the second heat exchanger through the second square connecting plate; A temperature and pressure sensor base is arranged around the second joint; The second joint is welded to the compressor by friction welding, and the second square connecting plate is connected to the second heat exchanger by brazing.

5. The new energy vehicle thermal management integrated module according to claim 4, characterized in that: The first joint and the second joint are both integrally formed structures.

6. The new energy vehicle thermal management integrated module according to claim 5, characterized in that: The temperature and pressure sensor base of the first joint is connected to a first temperature and pressure sensor, and the temperature and pressure sensor base of the second joint is connected to a second temperature and pressure sensor.

7. The new energy vehicle thermal management integrated module according to claim 6, characterized in that: The charging valve is connected to the third flow channel through a thread, and the expansion valve is connected to the fourth flow channel through a thread.

8. A control method for a new energy vehicle thermal management integrated module, used to control the new energy vehicle thermal management integrated module as claimed in any one of claims 1 to 7, comprising: Determine the thermal management working mode of new energy vehicles based on the temperature values ​​of the passenger compartment, battery and electric drive components collected by sensors; Determine the load of the passenger compartment, battery and electric drive components according to the thermal management working mode of the new energy vehicle, and determine the load of the thermal management integrated module of the new energy vehicle according to the load of the passenger compartment, battery and electric drive components; According to the load of the new energy vehicle thermal management integrated module, the working mode of the new energy vehicle thermal management integrated module is determined, and according to the working mode of the new energy vehicle thermal management integrated module, the speed of the compressor, the opening of the expansion valve and the flow rate of the coolant are controlled.

9. A vehicle-mounted terminal, used to implement the control method of the new energy vehicle thermal management integrated module as claimed in claim 8, characterized in that: include: A memory, which is used to store the control method of the new energy vehicle thermal management integrated module; A processor is used to execute the control method of the new energy vehicle thermal management integrated module.

10. A vehicle, characterized in that: It comprises a new energy vehicle thermal management integrated module as described in any one of claims 1 to 7.

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