Energy-saving heat management control system of integrated air conditioner and electric driving system

Abstract

The utility model discloses an energy-saving heat management control system of an integrated air conditioner and electric drive system. Comprising a whole vehicle heat management controller, an in-cabin evaporator, an in-cabin condenser, an out-cabin condenser, an electric compressor, a refrigerant-cooling liquid heat exchanger, a water pump, an electric driving system cooler, a high-voltage electric heater, a first electronic expansion valve, a second electronic expansion valve, a three-way flow control valve, a plurality of temperature sensors and a plurality of electric valves. According to the system provided by the utility model, by reasonably combining the operation working conditions of the electric compressor, the three-way flow control valve, the first electronic expansion valve, the second electronic expansion valve, the high-voltage electric heater and the water pump, 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.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy vehicle thermal management, in particular to an energy-saving thermal management control system integrating an air conditioner and an electric drive system. Background Technique

[0002] With the rapid development of the automotive industry and the increasing requirements for environmental protection, new energy vehicles, especially pure electric vehicles, have been rapidly popularized. However, the complexity of the air conditioner and electric drive thermal management systems of new energy vehicles is much more complex than that of traditional fuel vehicles.

[0003] In the current design system of new energy vehicles, the thermal management of the air conditioner system and the electric drive system are designed as two independent thermal management systems because their respective design operating temperature ranges are different and it is difficult to unify them. Moreover, when using the air conditioner in winter, heat energy is directly generated by electric energy, resulting in low efficiency. As a result, a large amount of electric energy reserve available for driving is consumed by using the air conditioner system, severely reducing the actual driving range, especially in autumn and winter.

[0004] In order to increase the driving range, system working robustness, simplify the system structure, reduce costs, reduce weight, improve passenger comfort, and ensure the reliable operation of the electric drive system when new energy vehicles use the air conditioner, we propose an energy-saving thermal management control system integrating an air conditioner and an electric drive system. Content of the Utility Model

[0005] The purpose of the utility model is to control a set of parts through a set of control systems and simultaneously meet the requirements of two systems with different working temperature ranges, namely the air conditioner and the electric drive, while being able to reduce the energy consumption in actual vehicle use, optimize the system structure, reduce part costs, reduce the vehicle weight, and increase the vehicle driving range.

[0006] To achieve the above object, the utility model provides the following technical solution:

[0007] An energy-saving thermal management control system integrating an air conditioner and an electric drive system, comprising a vehicle thermal management controller, an in-cabin evaporator, an in-cabin condenser, an out-of-cabin condenser, an electric compressor, a refrigerant-coolant heat exchanger, a water pump, an electric drive system cooler, a high-voltage electric heater, a first electronic expansion valve, a second electronic expansion valve, a three-way flow control valve, a plurality of temperature sensors and a plurality of electric valves;

[0008] The in-cabin evaporator and the in-cabin condenser are both located inside the air-conditioning box. The refrigerant outlet ends of the in-cabin evaporator and the refrigerant-coolant heat exchanger are both connected to the refrigerant inlet end of the electric compressor through pipelines. The refrigerant outlet end of the electric compressor is connected to the refrigerant inlet end of the in-cabin condenser through a pipeline. The refrigerant outlet end of the in-cabin condenser is connected to the refrigerant inlet ends of the out-of-cabin condenser and the first electronic expansion valve through a pipeline and a three-way flow control valve. The refrigerant outlet end of the first electronic expansion valve is connected to the refrigerant inlet end of the in-cabin evaporator. The refrigerant outlet end of the out-of-cabin condenser is connected to the refrigerant inlet ends of the first electronic expansion valve and the second electronic expansion valve through two pipelines respectively. The refrigerant outlet end of the second electronic expansion valve is connected to the refrigerant inlet end of the refrigerant-coolant heat exchanger through a pipeline;

[0009] The coolant outlet end of the refrigerant-coolant heat exchanger is connected in series with a water pump, an electric drive system cooler, and a high-voltage electric heater through pipelines in sequence. The coolant outlet end of the high-voltage electric heater is connected to the coolant inlet end of the refrigerant-coolant heat exchanger through a pipeline.

[0010] As a further solution of the present utility model: The temperature sensor includes a first pressure temperature sensor and a second pressure temperature sensor. The first pressure temperature sensor and the second pressure temperature sensor are respectively installed on the pipelines at the refrigerant outlet end and the refrigerant inlet end of the electric compressor.

[0011] As a further solution of the present utility model: The temperature sensor further includes a third temperature sensor and a fourth temperature sensor. The third temperature sensor and the fourth temperature sensor are respectively installed on the pipelines at the coolant outlet end and the coolant inlet end of the electric drive system cooler.

[0012] As a further solution of the present utility model: The temperature sensor further includes a first temperature sensor and a second temperature sensor. The first temperature sensor is installed on the pipeline at the refrigerant outlet end of the in-cabin condenser. The second temperature sensor is installed on the pipeline at the coolant outlet end of the high-voltage electric heater.

[0013] As a further solution of the present utility model: Electric valves are installed on the pipelines at the refrigerant outlet end of the in-cabin evaporator, the refrigerant outlet end of the refrigerant-coolant heat exchanger, and the two refrigerant outlet ends of the out-of-cabin condenser.

[0014] As a still further solution of the present utility model: The electric compressor, the water pump, the high-voltage electric heater, the first electronic expansion valve, the second electronic expansion valve, the three-way flow control valve, the first pressure temperature sensor, the second pressure temperature sensor, several temperature sensors, and several electric valves are all electrically connected to the vehicle thermal management controller.

[0015] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0016] The system provided by the present utility model can realize the comfort requirements of the passenger compartment, the cooling requirements of the electric drive system, and meet the energy-saving requirements of the vehicle's overall thermal management system by reasonably combining the operating conditions of the electric compressor, the three-way flow control valve, the first electronic expansion valve, the second electronic expansion valve, the high-voltage electric heater, and the water pump. At the same time, it simplifies the system structure, reduces the parts in the system, brings great benefits to cost savings and weight reduction of the vehicle. It greatly optimizes the thermal management efficiency of the vehicle, reduces energy consumption, and increases the cruising range under the actual driving conditions of the vehicle. At the same time, taking advantage of the characteristic of the large heat capacity of the battery system itself, during 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 directly store and release heat energy while storing electrical energy), and during driving, the heat pump system is used to transfer heat energy to meet the needs of each system, avoiding directly using the battery electrical energy for direct heating / cooling, saving the consumption of on-vehicle electrical energy, and increasing the vehicle's cruising range on the premise of ensuring vehicle comfort and driving safety. Brief Description of the Drawings

[0017] Figure 1 It is a schematic structural diagram of an energy-saving thermal management control system for an integrated air conditioner and electric drive system.

[0018] Figure 2 It is a structural block diagram of an energy-saving thermal management control system for an integrated air conditioner and electric drive system.

[0019] Among them, the in-cabin evaporator 1, the in-cabin condenser 2, the out-of-cabin condenser 3, the electric compressor 4, the refrigerant-coolant heat exchanger 5, the water pump 6, the electric drive system cooler 7, the high-voltage electric heater 8, the first electronic expansion valve 9, the second electronic expansion valve 10, the three-way flow control valve 11, the first pressure and temperature sensor 12, the second pressure and temperature sensor 13, the first temperature sensor 14, the second temperature sensor 15, the third temperature sensor 16, the fourth temperature sensor 17, the air-conditioning box 18, the vehicle's overall thermal management controller 19, and the electric valve 20. Detailed Embodiments

[0020] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0021] Please refer to Figures 1 - 2, in the embodiment of the present utility model, an energy-saving thermal management control system for an integrated air conditioner and an electric drive system includes: a vehicle thermal management controller 19, an electric compressor 4, an external condenser 2, an internal condenser 2, an internal evaporator 1, an electric drive system cooler 7, a refrigerant-coolant heat exchanger 5, a three-way flow control valve 11, an electronic expansion valve, a high-voltage electric heater 8, a water pump 6 with variable power, various temperature sensors, pipelines, an electric valve 20, etc. The temperature sensors include a first pressure temperature sensor 12, a second pressure temperature sensor 13, a first temperature sensor 14, a second temperature sensor 15, a third temperature sensor 16, a fourth temperature sensor 17, and several temperature sensors for monitoring the vehicle interior temperature, the vehicle exterior ambient temperature, the refrigerant high-pressure side temperature, the refrigerant low-pressure side temperature, the coolant temperature, the battery cell temperature, the battery coolant temperature, the drive motor cooling oil temperature, the drive motor coolant temperature, the air outlet temperature of the air conditioning system, etc.

[0022] Preferably, the vehicle thermal management controller 19 obtains the vehicle driving conditions by collecting various temperature / pressure sensors and the vehicle bus, and calculates the heat load of the vehicle electric drive system and the required heat dissipation power through a built-in algorithm; the vehicle driving conditions include vehicle acceleration or constant-speed driving conditions using battery energy, energy recovery conditions during vehicle braking, vehicle idling conditions, vehicle slow charging conditions, vehicle fast charging conditions, vehicle fast charging pre-preparation conditions (pre-cooling or heating the power battery), vehicle air conditioning refrigeration conditions, vehicle air conditioning heating conditions, vehicle air conditioning dehumidification conditions, etc.; the built-in algorithm calculates the heat load and the target heat dissipation power in real time based on the real-time temperature and output power of the electric drive system, the heat exchange system conversion efficiency, and the optimal working target temperature of the battery and motor systems to maintain the safe and efficient operation of the electric drive system.

[0023] The vehicle thermal management controller 19 controls the electric compressor 4, the water pump 6, and the second electronic expansion valve 10 to adjust the refrigerant flow rate in the refrigerant-coolant heat exchanger 5 and the coolant flow rate in the electric drive system cooler 7, thereby controlling the heat energy extracted from the electric drive system and releasing it to the environment through the external condenser 3 to meet the temperature requirement for the operation of the electric drive unit.

[0024] Preferably, the vehicle thermal management controller 19 obtains the vehicle driving conditions and the passenger setting inputs by collecting various temperature / pressure sensors and the vehicle bus, and calculates the heat load of the passenger compartment and the refrigeration / dehumidification power through a built-in algorithm. The vehicle thermal management controller 19 controls the rotation speed of the electric compressor 4 and the opening degree of the expansion valve 1 to control the refrigerant flow rate in the internal condenser 3 and the evaporator, thereby adjusting the heat exchange amount of the air conditioning system to meet the temperature control (refrigeration) requirement and the dehumidification requirement of the passenger compartment.

[0025] Preferably, the vehicle thermal management controller 19 obtains the vehicle driving conditions and passenger setting inputs by collecting various temperature / pressure sensors and the vehicle bus, and calculates the heat load and heating power of the passenger compartment through the built-in algorithm. When the heat dissipation power of the electric drive system is greater than the heating power of the passenger compartment air conditioning system: the vehicle thermal management controller 19 controls the refrigerant flow rates in the in-cabin condenser 3 and the evaporator by controlling the speed of the electric compressor 4 and the opening degree 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, the second electronic expansion valve 10 realizes the adjustment of the refrigerant flow rate in the refrigerant-coolant heat exchanger 5 and the coolant flow rate in the electric drive system cooler 7, and controls the heat energy required for heating the passenger compartment air conditioning system extracted from the electric drive system, so as to meet the temperature control (heating) requirements of the passenger compartment and the temperature control requirements of the electric drive system.

[0026] Preferably, the vehicle thermal management controller 19 obtains the vehicle driving conditions and passenger setting inputs by collecting various temperature / pressure sensors and the vehicle bus, and calculates the heat load and heating power of the passenger compartment through the built-in algorithm. When the heat dissipation power of the electric drive system is less than the heating power of the passenger compartment air conditioning system: the vehicle thermal management controller 19 controls the refrigerant flow rates in the in-cabin condenser 3 and the evaporator by controlling the speed of the electric compressor 4 and the opening degree 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, the second electronic expansion valve 10 realizes the adjustment of the refrigerant flow rate in the refrigerant-coolant heat exchanger 5 and the coolant flow rate in the electric drive system cooler 7, and controls the heat energy required for heating the passenger compartment air conditioning system extracted from the electric drive system; by controlling the high-voltage electric heater to make up for the lacking part of the heat energy, so as to meet the temperature control (heating) requirements of the passenger compartment and the temperature control requirements of the electric drive system.

[0027] Preferably, the vehicle thermal management controller 19 obtains the vehicle driving conditions by collecting various temperature / pressure sensors and the vehicle bus, and calculates the heat load and heating power of the passenger compartment through the built-in algorithm. The vehicle thermal management controller 19 controls the refrigerant flow rate of the out-of-cabin condenser 2 by controlling the proportional opening degree of the out-of-cabin condenser 2 and the three-way flow control valve, thereby controlling the heat exchange amount of the vehicle thermodynamic control system with the environment. To meet the requirements of the electric drive single operation temperature and the temperature control and dehumidification of the passenger compartment.

[0028] When the electric drive system needs to be cooled, the vehicle thermal management controller 19 obtains the vehicle driving conditions by collecting various temperature / pressure sensors and the vehicle bus, calculates the cooling power required by the electric drive system through the built-in algorithm, and controls the water pump speed according to the calculated power, opens the second electronic expansion valve 10 and controls its opening degree, proportionally controls the speed of the electric water pump, controls the output speed of the electric compressor 4, opens the three-way flow control valve to the position of the condenser outside the cabin 2 and proportionally adjusts its opening degree. During this process, the electric compressor 4 and the electronic expansion valve transfer the waste heat in the electric drive system by compressing and expanding the refrigerant and diffuse it to the environment through the heat exchanger outside the cabin, realizing the cooling of the electric drive system.

[0029] When the electric drive system needs to be cooled and the passenger cabin needs to be heated, the vehicle thermal management controller 19 obtains the vehicle driving conditions and the passenger setting inputs by collecting various temperature / pressure sensors and the vehicle bus, calculates the heat load and heating power of the passenger cabin and the cooling power required by the electric drive system through the built-in algorithm, and controls the water pump speed according to the calculation results, proportionally opens the second electronic expansion valve 10, controls the output speed of the electric compressor 4, opens the three-way flow control valve to the position of the condenser inside the cabin 3 and proportionally adjusts its opening degree, and controls the high-voltage electric heater according to the power to make up the power difference between the two systems. During this process, the electric compressor 4 and the electronic expansion valve transfer the waste heat in the electric drive system by compressing and expanding the refrigerant and release it into the passenger cabin through the heat exchanger inside the cabin, efficiently utilizing the vehicle energy while realizing the cooling of the electric drive system and the heating of the passenger cabin.

[0030] When the passenger cabin needs to be heated and the electric drive system does not need to be cooled, the vehicle thermal management controller 19 obtains the vehicle driving conditions and the passenger setting inputs by collecting various temperature / pressure sensors and the vehicle bus, calculates the heat load and heating power of the passenger cabin through the built-in algorithm, and controls the water pump speed according to the calculation results, proportionally opens the second electronic expansion valve 10, controls the output speed of the electric compressor 4, opens the three-way flow control valve to the position of the condenser inside the cabin 3 and proportionally adjusts its opening degree, and controls the high-voltage electric heater according to the power. During this process, the electric compressor 4 and the electronic expansion valve transfer the heat in the electric drive system by compressing and expanding the refrigerant and release it into the passenger cabin through the heat exchanger inside the cabin, and the electric heater compensates for the heat loss in the electric drive system to maintain the optimal temperature range for the efficient operation of the electric drive system, while realizing the temperature maintenance of the electric drive system and the heating of the passenger cabin.

[0031] When the passenger compartment needs to be dehumidified, the vehicle thermal management controller 19 obtains the vehicle driving conditions and the passenger's set input by collecting various temperature / pressure sensors and the vehicle bus. Through the built-in algorithm, it calculates the relative humidity of the passenger compartment and the corresponding fogging risk, opens the first electronic expansion valve 9 and controls its opening degree, controls the output speed of the electric compressor 4, opens the three-way flow control valve to the position of the in-cabin condenser 3 and performs proportional feedback control on its opening degree. During this process, the electric compressor 4 and the electronic expansion valve reduce the temperature of the in-cabin evaporator 1 by compressing and expanding the refrigerant, remove moisture from the air through condensation, and reheat the blown air through the in-cabin condenser 3 to keep the blown air temperature from being too low to affect comfort. The energy of the electric compressor 4 is fully utilized throughout the process to avoid using additional energy to reheat the dehumidified air.

[0032] The vehicle thermal management controller 19 obtains the vehicle driving conditions through various temperature / pressure sensors and the vehicle bus. Through the built-in algorithm, it calculates the heat load and heating power of the passenger compartment. The vehicle thermal management controller 19 controls the refrigerant flow rate of the out-of-cabin condenser 2 by controlling the proportional opening degrees of the out-of-cabin condenser 2 and the three-way flow control valve, thereby controlling the heat exchange amount between the vehicle thermodynamic control system and the environment. This meets the requirements for the operating temperature of the electric drive unit and the temperature control and dehumidification of the passenger compartment.

[0033] Preferably, the vehicle thermal management controller 19 collects data such as the customer vehicle usage information, environmental information, driving conditions, and charging conditions. Through the built-in algorithm combined with the cloud big data self-learning algorithm, it learns the customer's usage habits, combines the vehicle usage environment, and calculates the time of the vehicle's next trip and the estimated amount of heat required and waste heat generated by the vehicle thermodynamic system during the driving process. Thus, through the control of the vehicle thermodynamic system, the battery temperature is pre-modulated during the charging process, and the heat capacity of the battery pack is used to store heat (cooling capacity). During the driving, the vehicle thermal management system is controlled, and heat is transferred between the passenger compartment and the battery compartment through the heat pump, instead of directly using electric energy to generate heat, to meet the vehicle driving requirements. Thereby, the purpose of energy conservation is achieved.

[0034] Specifically, the vehicle thermal management controller 19 obtains the vehicle usage conditions through various vehicle temperature / pressure sensors and the vehicle bus; specifically, for example: vehicle usage time, daily vehicle usage times, single vehicle driving mileage, average vehicle driving speed, vehicle driving road condition information, vehicle driving habits, vehicle air conditioning system setting information, vehicle charging information, etc., and uploads them to the cloud for storage as the vehicle usage information.

[0035] Analyze and learn the above data through a big data self-learning algorithm (using a deep neural network weighted algorithm for machine learning) to derive the usage habits of the vehicle. Specifically, for example, use the deep neural network weighted algorithm to learn the vehicle departure time and route information: learn the vehicle travel time, travel road conditions, and driving time every day. The input quantities for the model are: date; time; geographical location; driving time; driving mileage. For the same input quantity with the same value, a weighted counting reinforcement correction is performed, and the input quantity is weighted and calculated using this weighted value. The output of the deep neural network weighted algorithm model is the prediction of the vehicle travel time, travel road conditions, and driving time based on calendar time (i.e., information such as at what time the vehicle will probably depart on a certain date, what the driving mileage is, and how long the driving time is, etc.). Similarly, use this deep neural network weighted algorithm to learn: vehicle usage time, daily vehicle usage times, single-vehicle driving mileage, average vehicle driving speed, vehicle driving road conditions information, vehicle driving habits, vehicle air conditioning system setting information, vehicle charging information, and obtain a vehicle usage expectation portrait based on calendar time.

[0036] For example: The vehicle is used for commuting to and from work; it is used 4 times a day from Monday to Friday; the first departure time is from 7:00 to 7:15, the first driving distance is 30 kilometers, the driving time is 70 minutes, 60% of the road sections are congested, 40% are highway sections, and the average energy consumption is 5 KWH; the vehicle driving habits from Monday to Friday have a driving aggressiveness of 80% (throttle / brake pedal depth, throttle / brake pedal frequency), and the driving aggressiveness on Saturday and Sunday is 30%; the climate conditions of the vehicle usage area (3 months of high-temperature time per year, average temperature of 32 degrees, 4 months of low-temperature time with an average temperature of 0 degrees, daily average temperature curve), the air conditioning setting data of the driver and passengers (set temperature of 22 degrees and 3rd gear air volume in summer, set temperature of 27 degrees and 2nd gear air volume in winter); the vehicle is charged every night from 22:00 to 7:00;

[0037] Example 1: Based on the above usage habit data and combined with the current date and time, it is calculated that the next expected departure time is Wednesday morning. The vehicle will depart between 7:00 and 7:15, with an expected driving mileage of 30 kilometers and a travel time of 70 minutes. Combining the big data learning results and the weather forecast at the vehicle's departure time, the average temperature on the driving route during the departure period is -5 degrees Celsius, and the sunlight intensity is 500 W / M². There is 1 person in the vehicle; the air conditioner is set at 27 degrees Celsius with a fan speed of 2. Based on this, the comfort energy consumption of the passenger cabin air conditioner is calculated to be 2.4 KWH. According to the learned regular route or the driving route preset by the navigation and the driver's driving habit (driving aggressiveness), the waste heat generated by the battery and motor system is calculated to be 1.2 KWH. At this time, with a system COP of 3, the system requires 0.4 KWH of electrical energy to utilize the waste heat in the battery and motor system. In this way, the vehicle still lacks 0.8 KWH of thermal energy (2.4 - 1.2 - 0.4 = 0.8) to meet the comfort requirements of the passenger cabin for this trip. If an in-vehicle electric heater is used to provide this part of the thermal energy during the journey, it will consume 1 KWH of electrical energy (the thermal efficiency of the electric heater is about 0.8). If this part of the thermal energy can be transferred from the motor system, only 0.2 KWH of electrical energy is required (0.2 + 0.2 * 3 = 0.8).

[0038] Therefore, when charging the vehicle before departure, the charging pile power is used to heat the battery, and 0.6 KWH of thermal energy is pre-stored using the large heat capacity of the battery body. In this way, on the premise of ensuring the same comfort level, about 0.8 KWH of vehicle-mounted electrical energy can be saved, which can be converted into a cruising range of about 6 - 7 kilometers (calculated based on an energy consumption of 12 KWH per 100 kilometers).

[0039] Example 2: Based on the above usage habit data and combined with the current date and time, it is calculated that the next expected departure time is Sunday morning. The vehicle will depart between 9:15 and 9:30, with an expected driving mileage of 80 kilometers, and about 80% of the journey is on the highway, with a travel time of 60 minutes. Combining the big data learning results and the weather forecast at the vehicle's departure time, the average temperature on the driving route during the departure period is 30 degrees Celsius, and the sunlight intensity is 1000 W / M². There are 3 people in the vehicle; the air conditioner is set at 22 degrees Celsius with a fan speed of 3. Based on this, the comfort energy consumption of the passenger cabin air conditioner is calculated to be 0.8 KWH. According to the learned regular route or the driving route preset by the navigation and the driver's driving habit (driving aggressiveness), the waste heat generated by the battery and motor system is calculated to be 2.2 KWH. In this environment, to maintain the safe and efficient operation of the battery and motor system, 2.7 KWH of heat needs to be dissipated for the battery and motor system during this trip (considering a system COP of 3.5, the system's passive heat dissipation is 0.4 KWH, and about 0.5 KWH of electrical energy is required for the active heat dissipation of 1.8 KWH of heat, and the system's active heat dissipation is 2.2 + 0.5 = 2.7 KWH).

[0040] Therefore, during the charging before departure, the system uses the power of the charging pile to pre-cool the battery, and reduces the temperature of the battery system to 6 degrees Celsius below the active cooling temperature threshold in advance (calculating the battery cold storage temperature according to 2.2 KWH of heat). This can ensure that the battery system does not trigger the active refrigeration threshold during the whole driving process of the vehicle, avoid the power consumption of the on-vehicle battery caused by the active cooling of the battery system, and thus increase the cruising range of the vehicle by about 4 kilometers (calculated according to the energy consumption of 12 KWH per 100 kilometers).

[0041] The advantages of the present invention are as follows:

[0042] This system can achieve the comfort requirements of the passenger compartment, the cooling requirements of the electric drive system, and meet the energy-saving requirements of the vehicle's overall thermal management system by reasonably combining the operating conditions of the electric compressor 4, the three-way flow control valve 11, the first electronic expansion valve 9, the second electronic expansion valve 10, the high-voltage electric heater 8, and the water pump 6. At the same time, it simplifies the system structure, reduces the parts in the system, brings significant benefits to cost savings and weight reduction of the vehicle. It greatly optimizes the thermal management efficiency of the whole vehicle, reduces energy consumption, and increases the cruising range under the actual driving conditions of the whole vehicle. At the same time, taking advantage of the characteristics of the large heat capacity of the battery system itself, during charging, the power of the charging pile 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 directly store and release heat energy while storing electrical energy), and during driving, the heat pump system is used to transfer heat energy to meet the needs of each system, avoiding directly using the battery electrical energy for heating / cooling, saving the consumption of on-vehicle electrical energy, and increasing the cruising range of the vehicle on the premise of ensuring vehicle comfort and driving safety.

[0043] Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An energy-saving thermal management control system for an integrated air conditioning and electric drive system, characterized in that: It includes a vehicle thermal management controller (19), an in-cabin evaporator (1), an in-cabin condenser (2), an out-cabin condenser (3), an electric compressor (4), a refrigerant-coolant heat exchanger (5), a water pump (6), an electric drive system cooler (7), a high-voltage electric heater (8), a first electronic expansion valve (9), a second electronic expansion valve (10), a three-way flow control valve (11), a plurality of temperature sensors and a plurality of electric valves (20); The cabin evaporator (1) and the cabin condenser (2) are both located in the air conditioning box (18), and the refrigerant liquid outlets of the cabin evaporator (1) and the refrigerant-coolant heat exchanger (5) are both connected to the refrigerant liquid inlet of the electric compressor (4) through pipelines, the refrigerant liquid outlet of the electric compressor (4) is connected to the refrigerant liquid inlet of the cabin condenser (2) through pipelines, and the refrigerant liquid outlet of the cabin condenser (2) is connected to the outboard condenser (3) through pipelines and a three-way flow control valve (11). ) is connected to a refrigerant liquid inlet end of a first electronic expansion valve (9), a refrigerant liquid outlet end of the first electronic expansion valve (9) is connected to a refrigerant liquid inlet end of an evaporator (1) in the cabin, a refrigerant liquid outlet end of the out-of-cabin condenser (3) is connected to a refrigerant liquid inlet end of the first electronic expansion valve (9) and a refrigerant liquid inlet end of a second electronic expansion valve (10) through two pipelines, and a refrigerant liquid outlet end of the second electronic expansion valve (10) is connected to a refrigerant liquid inlet end of a refrigerant-coolant heat exchanger (5) through a pipeline; The coolant outlet end of the refrigerant-coolant heat exchanger (5) is connected in series with the water pump (6), the electric drive system cooler (7) and the high-voltage electric heater (8) in sequence through a pipeline, and the coolant outlet end of the high-voltage electric heater (8) is connected to the coolant inlet end of the refrigerant-coolant heat exchanger (5) through a pipeline.

2. The energy-saving thermal management control system of an integrated air conditioning and electric drive system according to claim 1, characterized in that: The temperature sensor comprises a first pressure temperature sensor (12) and a second pressure temperature sensor (13), wherein the first pressure temperature sensor (12) and the second pressure temperature sensor (13) are respectively installed on pipelines at a refrigerant liquid outlet and a refrigerant liquid inlet of the electric compressor (4).

3. The energy-saving thermal management control system of an integrated air conditioning and electric drive system according to claim 2, characterized in that: The temperature sensor also includes a third temperature sensor (16) and a fourth temperature sensor (17), and the third temperature sensor (16) and the fourth temperature sensor (17) are respectively installed on the pipelines of the coolant outlet and the coolant inlet of the electric drive system cooler (7).

4. The energy-saving thermal management control system of an integrated air conditioning and electric drive system according to claim 2, characterized in that: The temperature sensor also includes a first temperature sensor (14) and a second temperature sensor (15), wherein the first temperature sensor (14) is installed on a pipeline at a refrigerant outlet end of the cabin condenser (2), and the second temperature sensor (15) is installed on a pipeline at a coolant outlet end of the high-voltage electric heater (8).

5. The energy-saving thermal management control system of an integrated air conditioning and electric drive system according to claim 1, characterized in that: The refrigerant liquid outlet end of the in-cabin evaporator (1), the refrigerant liquid outlet end of the refrigerant-coolant heat exchanger (5), and the two refrigerant liquid outlet end pipelines of the out-cabin condenser (3) are all installed with electric valves (20).

6. The energy-saving thermal management control system of an integrated air conditioning and electric drive system according to claim 1, characterized in that: The electric compressor (4), the water pump (6), the high-voltage electric heater (8), the first electronic expansion valve (9), the second electronic expansion valve (10), the three-way flow control valve (11), the first pressure and temperature sensor (12), the second pressure and temperature sensor (13), a plurality of temperature sensors and a plurality of electric valves (20) are all electrically connected to a vehicle thermal management controller (19).

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