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Article(id=1239230397918269654, tenantId=1146029695717560320, journalId=1238823019242635269, issueId=1239230393547804821, articleNumber=null, orderNo=null, doi=10.12465/j.issn.0253-4339.2025.03.075, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=research-article, receivedDate=1704124800000, receivedDateStr=2024-01-02, revisedDate=1713456000000, revisedDateStr=2024-04-19, acceptedDate=1713456000000, acceptedDateStr=2024-04-19, onlineDate=1773385150650, onlineDateStr=2026-03-13, pubDate=1750003200000, pubDateStr=2025-06-16, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1773385150650, onlineIssueDateStr=2026-03-13, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1773385150650, creator=13701087609, updateTime=1773385150650, updator=13701087609, issue=Issue{id=1239230393547804821, tenantId=1146029695717560320, journalId=1238823019242635269, year='2025', volume='46', issue='3', pageStart='1', pageEnd='166', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1773385149609, creator=13701087609, updateTime=1773385254705, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1239230834402717933, tenantId=1146029695717560320, journalId=1238823019242635269, issueId=1239230393547804821, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1239230834402717934, tenantId=1146029695717560320, journalId=1238823019242635269, issueId=1239230393547804821, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=75, endPage=83, ext={EN=ArticleExt(id=1239230398157344986, articleId=1239230397918269654, tenantId=1146029695717560320, journalId=1238823019242635269, language=EN, title=1D-3D Dynamic Characteristics and Control Method of a CO2 Heat Pump Air Conditioning System for Vehicles, columnId=null, journalTitle=Journal of Refrigeration, columnName=null, runingTitle=null, highlight=null, articleAbstract=

A transcritical CO2 heat-pump air-conditioning system has effective heating performance at low temperatures, and the variation of dynamic parameters during operation significantly affects the thermal comfort inside the passenger cabin. To study the comfort of the passenger compartment and the coupling law of the dynamic changes in the parameters of the transcritical CO2 heat-pump air-conditioning system, a joint simulation model was built based on the one-dimensional simulation software GT-Suite and the three-dimensional computational fluid dynamics (CFD) software STAR-CCM+. The three-dimensional cabin model can provide accurate real-time state parameters of the supply and return air for a one-dimensional simulation system of heat-pump air conditioners. The results show that the temperature distribution of the thermal environment of the passenger compartment is relatively non-uniform, necessitating the application of the weighted predicted mean vote (PMV) to evaluate this non-uniformity. In a multi-PID control transcritical CO2 automobile heat pump air conditioning system, a control method based on the weighted PMV comfort model can maintain the regulation and stability of the system's target parameters. Under ambient temperature conditions of 43 ℃ in cooling mode, the control method can reduce the compressor's power consumption by 9.4%. At an ambient temperature of -10 ℃ in heating mode, this method can reduce compressor's the power consumption by 17.9%. This control method can reduce the power consumption of the system compressor while satisfying comfort requirements, constituting a highly efficient energy-saving strategy.

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Yin Xiang, male, associate professor, School of Energy and Power Engineering, Xi'an Jiaotong University, 86-15109214408, E-mail: . Research fields: transcritical CO2 refrigeration technology, vehicle heat pump air conditioning and thermal management technology.
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跨临界CO2热泵空调系统具有良好的低温制热能力，其运行过程中的动态参数变化对乘员热舒适性的影响重大。为研究乘员舱舒适性以及跨临界CO2热泵空调系统参数动态变化的耦合规律，基于一维仿真软件GT-Suite和三维CFD软件STAR-CCM+搭建了联合仿真模型，建立了乘员舱温度场与热泵空调系统的结构化关联关系，综合分析了热泵空调系统运行过程中车厢动态升/降温特性。结果显示：乘员舱热环境温度分布较不均匀，有必要采用加权PMV（平均热感觉指数）评价乘员舱非均匀热环境。在多PID控制的跨临界CO2汽车热泵空调系统中，使用基于加权PMV舒适度模型的控制方法能够保持系统目标参数的调控稳定。在制冷模式43 ℃环境温度工况下，该控制方法能够降低9.4%的压缩机功耗；在制热模式-10 ℃环境温度工况下，该方法能够降低17.9%的压缩机功耗，该控制方法能够在满足热舒适的前提下降低系统压缩机功耗，有助于提升新能源车续航里程。

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殷翔，男，副教授，西安交通大学能源与动力工程学院，15109214408，E-mail：。研究方向：跨临界CO2制冷制热技术、车辆热泵空调及热管理技术。
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figureFileSmall=J8KSF7rQHfnsKihSVrytbg==, figureFileBig=g9wBrHMUAC4bDLnmOG0myA==, tableContent=null), ArticleFig(id=1239230416499037096, tenantId=1146029695717560320, journalId=1238823019242635269, articleId=1239230397918269654, language=EN, label=Tab.1, caption=Structural parameters of experimental system parts, figureFileSmall=null, figureFileBig=null, tableContent=
部件关键参数
压缩机排量：5.3 cm3；转速范围：600~8 600 r/min
室外换热器铝制微通道换热器；585 mm×505 mm×21 mm
储液回热器容积：600 mL；直径：75 mm；高度：248 mm
室内换热器铝制微通道换热器；251 mm×228 mm×32 mm
电子膨胀阀阀口直径：6 mm；开度调节范围：0~1 000步
), ArticleFig(id=1239230417979626411, tenantId=1146029695717560320, journalId=1238823019242635269, articleId=1239230397918269654, language=CN, label=表1, caption=实验系统关键部件结构参数, figureFileSmall=null, figureFileBig=null, tableContent=
部件关键参数
压缩机排量：5.3 cm3；转速范围：600~8 600 r/min
室外换热器铝制微通道换热器；585 mm×505 mm×21 mm
储液回热器容积：600 mL；直径：75 mm；高度：248 mm
室内换热器铝制微通道换热器；251 mm×228 mm×32 mm
电子膨胀阀阀口直径：6 mm；开度调节范围：0~1 000步
), ArticleFig(id=1239230418080289713, tenantId=1146029695717560320, journalId=1238823019242635269, articleId=1239230397918269654, language=EN, label=Tab.2, caption=Human thermal sensation weight, figureFileSmall=null, figureFileBig=null, tableContent=
部位热感觉比例权重
头部0.21
胸部0.30
手部0.18
腿部0.21
脚部0.10
), ArticleFig(id=1239230418189341622, tenantId=1146029695717560320, journalId=1238823019242635269, articleId=1239230397918269654, language=CN, label=表2, caption=人体热感觉权重, figureFileSmall=null, figureFileBig=null, tableContent=
部位热感觉比例权重
头部0.21
胸部0.30
手部0.18
腿部0.21
脚部0.10
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车用CO2热泵空调系统1D-3D动态特性及控制方法研究
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王海丹 1 , 宗硕 1 , 肖迪 2 , 殷翔 1 , 黄龙飞 1 , 王熙熙 3 , 杨李辰 3 , 曹锋 1
制冷学报 | 2025,46(3): 75-83
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制冷学报 | 2025, 46(3): 75-83
车用CO2热泵空调系统1D-3D动态特性及控制方法研究
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王海丹1, 宗硕1, 肖迪2, 殷翔1 , 黄龙飞1, 王熙熙3, 杨李辰3, 曹锋1
作者信息
  • 1西安交通大学能源与动力工程学院　西安　710049
  • 2中国汽车技术研究中心有限公司　天津　300300
  • 3郑州宇通客车股份有限公司　郑州　450016

通讯作者:

殷翔，男，副教授，西安交通大学能源与动力工程学院，15109214408，E-mail：。研究方向：跨临界CO2制冷制热技术、车辆热泵空调及热管理技术。
1D-3D Dynamic Characteristics and Control Method of a CO2 Heat Pump Air Conditioning System for Vehicles
Haidan Wang1, Shuo Zong1, Di Xiao2, Xiang Yin1 , Longfei Huang1, Xixi Wang3, Lichen Yang3, Feng Cao1
Affiliations
  • 1.School of Energy and Power Engineering, Xi'an Jiaotong University, Xi'an, 710049, China
  • 2.China Automotive Technology and Research Center Co., Ltd., Tianjin, 300300, China
  • 3.Zhengzhou Yutong Bus Co., Ltd., Zhengzhou, 450016, China
出版时间: 2025-06-16 doi: 10.12465/j.issn.0253-4339.2025.03.075
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摘要
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跨临界CO2热泵空调系统具有良好的低温制热能力，其运行过程中的动态参数变化对乘员热舒适性的影响重大。为研究乘员舱舒适性以及跨临界CO2热泵空调系统参数动态变化的耦合规律，基于一维仿真软件GT-Suite和三维CFD软件STAR-CCM+搭建了联合仿真模型，建立了乘员舱温度场与热泵空调系统的结构化关联关系，综合分析了热泵空调系统运行过程中车厢动态升/降温特性。结果显示：乘员舱热环境温度分布较不均匀，有必要采用加权PMV（平均热感觉指数）评价乘员舱非均匀热环境。在多PID控制的跨临界CO2汽车热泵空调系统中，使用基于加权PMV舒适度模型的控制方法能够保持系统目标参数的调控稳定。在制冷模式43 ℃环境温度工况下，该控制方法能够降低9.4%的压缩机功耗；在制热模式-10 ℃环境温度工况下，该方法能够降低17.9%的压缩机功耗，该控制方法能够在满足热舒适的前提下降低系统压缩机功耗，有助于提升新能源车续航里程。

CO2  /  汽车热泵空调  /  联合仿真  /  加权热舒适性模型

A transcritical CO2 heat-pump air-conditioning system has effective heating performance at low temperatures, and the variation of dynamic parameters during operation significantly affects the thermal comfort inside the passenger cabin. To study the comfort of the passenger compartment and the coupling law of the dynamic changes in the parameters of the transcritical CO2 heat-pump air-conditioning system, a joint simulation model was built based on the one-dimensional simulation software GT-Suite and the three-dimensional computational fluid dynamics (CFD) software STAR-CCM+. The three-dimensional cabin model can provide accurate real-time state parameters of the supply and return air for a one-dimensional simulation system of heat-pump air conditioners. The results show that the temperature distribution of the thermal environment of the passenger compartment is relatively non-uniform, necessitating the application of the weighted predicted mean vote (PMV) to evaluate this non-uniformity. In a multi-PID control transcritical CO2 automobile heat pump air conditioning system, a control method based on the weighted PMV comfort model can maintain the regulation and stability of the system's target parameters. Under ambient temperature conditions of 43 ℃ in cooling mode, the control method can reduce the compressor's power consumption by 9.4%. At an ambient temperature of -10 ℃ in heating mode, this method can reduce compressor's the power consumption by 17.9%. This control method can reduce the power consumption of the system compressor while satisfying comfort requirements, constituting a highly efficient energy-saving strategy.

CO2  /  automotive heat-pump air conditioning  /  co-simulation  /  weighted PMV model
王海丹, 宗硕, 肖迪, 殷翔, 黄龙飞, 王熙熙, 杨李辰, 曹锋. 车用CO2热泵空调系统1D-3D动态特性及控制方法研究. 制冷学报, 2025 , 46 (3) : 75 -83 . DOI: 10.12465/j.issn.0253-4339.2025.03.075
Haidan Wang, Shuo Zong, Di Xiao, Xiang Yin, Longfei Huang, Xixi Wang, Lichen Yang, Feng Cao. 1D-3D Dynamic Characteristics and Control Method of a CO2 Heat Pump Air Conditioning System for Vehicles[J]. Journal of Refrigeration, 2025 , 46 (3) : 75 -83 . DOI: 10.12465/j.issn.0253-4339.2025.03.075
正文
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随着近年来电动汽车的推广与发展[1]，车用热泵空调及热管理系统成为研究热点[2]。传统燃油车空调系统采用的制冷剂R134a由于过高的全球变暖潜值（Global Warming Potential，GWP）将被逐步替代[3]，新型替代制冷剂主要包括CO2[4]、R290[5]和R1234yf[6]等，其中CO2凭借其环保属性和优异的制热性能被视为理想的替代选项[7-9]。
车用空调系统通过送风对乘员舱内部热环境进行调节，以改善乘员舱的热舒适性[10]。目前，热舒适性的研究适用性最高的模型是P. O. Fanger[11]提出的PMV（predicted mean vote，平均热感觉指数）和PPD（predicted percentage of dissatisfied，预测不满意百分比）模型。PMV热舒适模型结果是在实验室稳态热环境下得到的，ISO 7730—1994[12]中认定PMV指数在-0.5~0.5为推荐的热舒适状态。由于车内环境处于动态变化的过程中，温度梯度大，无法当做均匀热环境处理，J. G. Ingersoll等[13]将人体模型按各部位划分并计算对应PMV值，再按各部分所占人体表面积比例进行加权求解得到PMV值。
CFD（computational fluid dynamics）技术的快速发展推动着学者们对于精准热舒适性模型的研究，J. H. Moon等[14]考虑光谱太阳辐射作用并通过CFD模拟获得的流场和温度场来研究乘用轿厢，准确预测了采暖和通风等工况下的热场和流场。L. Karthick等[15]利用CFD仿真技术研究了不同通风叶片位置及出风口出风速度对车辆乘员舱热环境的影响。由于车辆HVAC（heating，ventilation，and air conditioning）系统性能的研究主要集中于一维仿真，无法获取乘员舱三维空间内流场和温度分布，难以准确评估乘员舱热舒适性指标。I. Bayraktar等[16]使用1D-3D联合仿真方法针对不同环境条件和系统负载分析车辆的动力总成和HVAC系统运行特性。Lu Pengyu等[17]通过一维计算多热力学系统的数学特征，并通过3D模拟物理结构，实现了热力系统设计与性能预测的集成优化。
本文同时基于三维CFD仿真软件STAR-CCM+和一维系统仿真软件GT-Suite提出一种汽车乘员舱一维三维联合仿真模型，以研究在乘员舱几何条件和传热条件下，不同工况时跨临界CO2汽车热泵空调系统性能以及在该系统下汽车乘员舱的热环境动态响应。采用一维模型对跨临界CO2热泵空调系统进行数学表征，一维模型的作用是描述不同工况下的性能参数变化，三维模型描述乘员舱内部结构。采用计算控件建立一维和三维之间的关系，实现了统一计算和数据传输。该联合仿真模型能够更加精确地预测乘员舱流场响应以及汽车空调系统性能，通过研究不同工况下乘员舱的流场和温度分布来分析乘员舱的热舒适性。基于加权PMV模型对乘客热舒适性进行评价，可以准确分析乘客对空调系统的热舒适需求，并基于加权PMV模型的输出值对CO2热泵空调系统进行实时控制，在满足舒适度需求的前提下减少空调系统的能耗，为乘用车综合热管理系统设计提供参考。
1 热泵空调系统1D-3D联合仿真
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1.1 联合仿真模型的搭建
基于仿真软件GT-Suite搭建跨临界CO2热泵空调系统1D仿真模型，系统核心部件包括压缩机、室内外换热器、回热器、节流阀、换向阀和车厢模型。仿真模型中部件结构参数等信息均按实验台实际部件设置[18]，具体参数如表1所示。
各工况换热量（制冷/制热量）及COP（coefficient of performance，性能系数）根据实验台架风侧和制冷剂侧的测试结果计算：
式中：Qt为实际换热量，W；Qa为空气侧换热量，W；Qr为制冷剂侧换热量，W；ρa为空气侧进口密度，kg/m3；V为空气侧进口风量，m3/s；ha，in为空气侧进口焓值，J/kg；ha，out为空气侧出口焓值，J/kg；mr为制冷剂侧质量流量，kg/s；hr，out为制冷剂侧出口焓值，J/kg；hr，in为制冷剂侧出口焓值，J/kg；W为压缩机功耗，W。
在夏季工况下，系统回热器处于系统制冷循环中，而在冬季工况下，回热器被热泵模型旁通。基于STAR-CCM+搭建了乘员舱模型，并利用1D/3D耦合接口与系统仿真模型进行数据传递。联合仿真系统模型如图1所示，在联合仿真开始后，GT-Suite系统模型的车厢模型将由三维CFD的乘员舱模型代替，耦合接口对应CFD模型的送风口和回风口。
1.2 模型可靠性验证
为验证本文一维仿真模型的准确性，搭建跨临界CO2热泵空调系统实验测试台架，焓差实验室及系统原理如图2（a）所示。该系统主要部件包括压缩机、室外换热器（作为系统气体冷却器）、室内换热器（作为系统蒸发器）、储液回热器、电子膨胀阀组成。实验测试台架室外侧和室内侧如图2（b）和（c）所示。
基于带回热器的跨临界CO2系统实验数据与相同工况下的仿真结果进行对比[18]。实验运行工况为制冷模式下环境温度为35 ℃，室内侧换热器入口干/湿球温度为27 ℃/19.5 ℃，压缩机转速分别为2 000、4 000、5 000、7 000 r/min。实验数据与仿真结果对比情况如图3所示，压缩机质量流量、功耗和换热量的最大偏差均在5%以内。在误差范围内，一维系统模型仿真结果和实验数据的吻合性较好，系统仿真结果对于实际具有较好的指导意义。
2 加权PMV舒适度模型
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2.1 加权PMV舒适度模式
PMV热舒适模型是目前普适性最高的均匀热环境舒适度评价模型[19]。对于非均匀热环境，使用PMV评价指标需要在原来的模型基础上进行改进，目前普遍的方法是对PMV模型进行加权修正[20]。
基于人体局部热感觉对PMV值进行加权求解的方法是可行的，人体局部热感觉代表了人体不同部位对热环境变化的敏感程度，相比于面积加权方法，能够更准确地体现人体总体舒适度。L. I. Crawshaw等[21]通过大量的人体热舒适性实验总结得到了人体局部热感觉对整体热感觉的比例权重，本文参考该结果进行调整后得到的比例权重如表2所示。
加权PMV值：
式中：为热感觉加权PMV值；ωi为局部热感觉比例权重。
PMV模型热舒适度：
式中：Ts为热感觉温度，K；M为人体代谢效率，W/m2；W为功耗，W/m2；ϕ1~ϕ6分别对应皮肤热扩散项、汗液损失项、呼吸潜热损失项、呼吸干空气损失项、辐射损失项和对流损失项。
通过该加权PMV模型可以较好地评价非均匀的乘员舱热环境，本文的仿真模型中以驾驶员为对象进行加权PMV模型计算，用该加权PMV模型计算值作为评价乘员舱非均匀热环境舒适性的评价指标。
2.2 加权PMV控制方法
跨临界CO2热泵空调系统运行过程复杂，多状态参数耦合，需要采用合适的控制策略维持系统的稳定状态。跨临界CO2热泵空调系统纯回风模式下的回风温度一般是给定某一特定目标值，并通过PID控制风机风量来实现，待乘员舱热环境趋于稳态时即可得到加权PMV模型的输出值。本文提出基于热舒适性评价指标加权PMV模型的控制策略。
基于加权PMV舒适度的控制方法是将加权PMV模型的输出值作为新的PID控制器的输入值，即利用回风温度的目标值来控制乘员舱的PMV值，控制策略如图4所示。PMV值在±0.5内可认为该热环境为舒适的状态[19]，因此为了达到在满足舒适度标准的要求下实现节能，可在高环温制冷模式下将PMV值控制在0.5，在低环温制热模式下将PMV值控制在-0.5。该控制方法能够满足乘员舱热环境舒适的同时降低跨临界CO2汽车热泵空调系统功耗。
基于加权PMV模型的控制策略需预先设定PMV目标值，仿真模型将乘员舱热环境PMV模型实际值传递至新PID控制器并作为输入值，从而通过输出回风温度的目标值来进行控制。输出的回风温度目标值传递至回风温度PID控制器，其会根据回风温度的实际值对风机风量进行调整，从而控制回风温度发生改变，回风温度发生改变，乘员舱热环境PMV模型的实际值也将改变，在控制过程中逐渐靠近预先设定的PMV目标值。
3 动态特性结果与分析
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3.1 1D-3D联合车厢动态特性
环境温度为43 ℃制冷工况下1D-3D仿真模型中乘员舱中间出风口特征截面4个时间点的温度分布如图5所示。吹面和吹脚2个出风口以及后排出风口的冷风吹进乘员舱，在内部形成气流循环通过回风口回至空调系统。通过冷风乘员舱内温度在初值为43 ℃的条件下快速下降，在t=20 s时乘员舱温度基本降至27 ℃以下，满足乘员舱舒适度要求。由图5可知，由于冷风的循环过程影响到达后排乘客腿部及上半身的冷风较多，后排乘客的腿部及上半身处于温度较低的环境。
环境温度为43 ℃制冷工况下1D-3D仿真模型中乘员舱前排横向特征截面4个时间点的温度分布如图6所示。吹面和吹脚上下2个部分冷风吹进乘员舱，通过冷风使乘员舱内部温度在初值为43 ℃的条件下快速下降，在t=20 s时乘员舱温度基本降至27 ℃以下。由图6可知，由于冷风的循环过程影响到达前排乘客中间部位如手部的冷风较多，到达腿部以下部分的冷风较少，对应前排乘客和驾驶员的腿部及脚部处于温度较高的环境。乘员舱整体温度分布较不均匀，乘客及驾驶员身体上半区间温度明显低于下半区温度，制冷效果更好，乘客及驾驶员周围的热环境温度基本处于舒适区间。
1D-3D仿真模型中乘员舱速度流线图如图7所示，通过流线图可以清楚地显示冷风在乘员舱内的流动轨迹。制冷模式下冷风从8个出风口以较大的流速吹出，空气流动组织在整体上较为均匀，在乘员舱的分布主要集中于上半区，也对应了乘客和驾驶员温度云图中上半区温度相比下半区较低的特征，冷风在乘员舱内形成内部循环后最终返回至回风口。
环境温度为-10 ℃制热模式下1D-3D仿真模型中乘员舱中间出风口特征截面4个时间点的温度如图8所示。吹面和吹脚2个出风口以及后排出风口的热风吹进乘员舱，在内部形成气流循环通过回风口回至空调系统。通过热风乘员舱内部温度快速上升，在t=20 s时乘员舱温度基本升至20 ℃以上。由图8可知，由于热风的循环过程影响到达后排乘客腿部及上半身的热风较多，后排乘客的腿部及上半身处于温度较高的环境，而到达后排乘客脚部及头部的热风较少，使得后排乘客的脚部及头部处于温度较低的环境。
环境温度为-10 ℃制热模式下1D-3D仿真模型中乘员舱前排横向特征截面4个时间点的温度如图9所示。吹面和吹脚上下2部分热风吹进乘员舱，通过热风使得乘员舱内部温度快速上升，在t=20 s的时候乘员舱温度基本升到20 ℃以上。从温度云图的分布可知，由于热风的循环过程影响到达前排乘客中间部分如手部的热风较多，到达腿部以下部分的热风较少，乘员舱整体温度分布较不均匀，前排乘客及驾驶员周围的环境温度基本处于舒适区间。
3.2 1D-3D联合热力参数动态特性
环境温度为43 ℃制冷工况下1D-3D联合仿真模型中客舱驾驶员监测点温度的实时变化如图10（a）所示。各测点初始温度为43 ℃，右脚测点稳定温度最高在30 ℃以上，右手测点稳定温度最低在21 ℃。1D-3D仿真模型中驾驶员监测点空气流速的实时变化如图10（b）所示，右手测点流速稳定值最高在0.35 m/s以上，腿部和头部流速稳定值最低小于0.2 m/s，对应腿部和头部测点的温度较高，脚部温度略高于头部。客舱制冷过程中加权PMV动态变化如图10（c）所示，在初期启动过程，客舱温度从环境温度43 ℃快速降低，加权PMV也从较高值快速降至PMV热舒适区间内并维持稳定。
环境温度为-10 ℃制热工况下1D-3D联合仿真模型中客舱驾驶员监测点温度的实时变化如图11（a）所示。各测点初始温度为-10 ℃，在制热模式下各测点温度逐渐升高，升至最高值后由于送风温度和回风温度的控制，过程温度会持续调整，最终在350 s的时间各测点温度达到稳定。右脚测点稳定温度最低为16 ℃，虽然右脚测点处空气流速较高，但此处风温明显低于出风口，即到达脚部附近的高温热风偏少，换热量少制热效果差。右手测点稳定温度最高在32 ℃，这是因为前排吹面送风口的影响到达右手附近的热风较多，换热量大制热效果好。驾驶员身体各部位测点温差最大值为16 ℃，乘员舱温度分布较不均匀。相比于制冷模式，制热模式的乘员舱温度分布不均匀程度更大。1D-3D仿真模型中驾驶员监测点空气流速的实时变化如图11（b）所示。开始时风机风量较大，测点的空气流速大，之后由于回风温度的控制过程使风机风量逐渐下降，驾驶员各测点流速逐渐降低，经过后续的控制过程后最终在350 s的时间各测点流速达到稳定。手、胸口和脚部测点流速稳定值较高，在0.22 m/s以上；腿部和头部流速稳定值较低，约在0.14 m/s。客舱制冷过程中加权PMV动态变化如图11（c）所示，在初期启动过程，客舱温度从环境温度-10 ℃快速升高，加权PMV也从较低值快速升至PMV热舒适区间内，并维持稳定。
3.3 能耗优化结果
在夏季43 ℃制冷工况下，加权PMV控制方法通过调节回风温度将乘员加权PMV值维持在0.5；在冬季-10 ℃制热工况下，加权PMV控制方法通过调节回风温度将乘员加权PMV值维持在-0.5，该控制方法在满足乘员热舒适性的基础上降低乘员舱整体冷/热负荷，进而降低压缩机功耗，达到节能效果。不同工况下能效提升效果对比如图12所示，相比夏季空调系统设定温度26 ℃功耗为0.85 kW，加权PMV控制方法可以节能9.4%，压缩机功耗为0.77 kW；相比冬季热泵系统设定温度22 ℃功耗为0.67 kW，加权PMV控制方法可以节能17.9%，压缩机功耗为0.55 kW。
4 结论
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通过搭建1D-3D联合仿真模型，对跨临界CO2汽车热泵空调系统在乘员舱三维模型条件下的系统响应以及乘员舱的流场响应进行了研究分析，得到如下结论：
1）基于一维系统和三维CFD的联合仿真模型可以很好地研究汽车空调系统对于汽车乘员舱热舒适性的响应。相比于一维系统仿真，联合仿真能够更加准确地分析汽车空调系统各系统动态特性。
2）乘员舱内部热环境非均匀程度较高，联合仿真模型实现了车厢不同测点温度的实时传输。汽车乘员舱作为封闭的非均匀热环境，采用加权PMV模型能够更精准地分析乘员热舒适性及空调系统的动态响应，并能够基于舒适度对CO2热泵空调系统提供实时控制信号。
3）基于加权PMV舒适度模型的控制方法能够在满足乘员舱舒适度要求的前提下降低系统功耗。在夏季制冷模式下，该控制方法能够降低9.4%的压缩机功耗；在冬季热泵制热模式下，该控制方法能够降低17.9%的压缩机功耗，有助于提升车辆续航里程，可为新能源汽车综合热管理及温度控制系统设计提供理论参考。
基金
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  • 国家重点研发计划(2022YFE0208000)
  • 国家自然科学基金(52006162)
文献
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参考文献 引证文献
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2025年第46卷第3期
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doi: 10.12465/j.issn.0253-4339.2025.03.075
  • 接收时间：2024-01-02
  • 首发时间：2026-03-13
  • 出版时间：2025-06-16
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出版历史
  • 收稿日期：2024-01-02
  • 修回日期：2024-04-19
  • 录用日期：2024-04-19
基金
National Key R&D Program of China(2022YFE0208000)
国家重点研发计划(2022YFE0208000)
National Natural Science Foundation of China(52006162)
国家自然科学基金(52006162)
作者信息
    1西安交通大学能源与动力工程学院　西安　710049
    2中国汽车技术研究中心有限公司　天津　300300
    3郑州宇通客车股份有限公司　郑州　450016

通讯作者:

殷翔，男，副教授，西安交通大学能源与动力工程学院，15109214408，E-mail：。研究方向：跨临界CO2制冷制热技术、车辆热泵空调及热管理技术。
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