KR101903108B1 - Heat Pump For a Vehicle - Google Patents

Abstract

The present invention relates to a heat pump for an automobile, and more particularly, to a heat pump for an automobile, which is composed of a secondary-loop including a coolant loop and a cooling water loop, and performs a cooling / heating / defrosting / The present invention relates to an automotive heat pump.
CLAIMS 1. A secondary-loop-type automotive heat pump comprising a first fluid line through which a first fluid flows and a second fluid line through which a second fluid flows, , An internal heat exchanger, a first expansion device, an external heat exchanger, a second expansion device, a third heat exchanger, and an accumulator are disposed, a first opening / closing valve and a cabin cooler are installed in a first branch line of the second fluid line, And a second opening / closing valve and a waste heat recovering portion are disposed in the branch line, and further includes a PCM (Phase Change Material).

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a heat pump for a vehicle,

The present invention relates to a heat pump for an automobile, and more particularly, to a heat pump for an automobile, which is composed of a secondary-loop including a coolant loop and a cooling water loop, and performs a cooling / heating / defrosting / The present invention relates to an automotive heat pump.

In recent years, along with the demand for improvement of the global environment and the atmospheric environment, the demand for introduction of automobiles or low pollution vehicles powered by alternative energy sources is increasing.

As a vehicle using alternative energy, an electric vehicle using a battery and an electric motor, and a hybrid vehicle using an electric motor and an engine as a drive source are attracting attention.

In a general internal combustion engine using gasoline, diesel, or the like as a raw material, heating operation can be performed using a heat source from an internal combustion engine. However, in the case of an electric vehicle, an engine or cooling water is not provided as a heating source, At the level of technology development to date, there is a technical difficulty that the driving distance of the vehicle is drastically reduced when the battery is heated. Even in a hybrid vehicle, there is a motor driving mode in which the engine is stopped and driven only by an electric motor. In this section, the vehicle needs to travel only at the capacity of the battery, so that a sufficient heat source may not be secured at the time of heating as in an electric vehicle. Therefore, when an air conditioner installed in an automobile that uses a general engine for an electric vehicle and a hybrid vehicle is directly applied, there arises a problem that the heat source at the time of heating operation and the compressor driving force at the time of cooling operation are not sufficiently provided.

In order to overcome this problem, it is necessary to overcome the limitations of the conventional heating and cooling apparatus for cooling and heating the electric vehicle or the hybrid vehicle in such a case. As one of the measures to overcome this problem, the heat pump, A method for applying the present invention to a display device is proposed.

A heat pump refers to absorbing low temperature heat and moving the absorbed heat to high temperature. In one example, the heat pump has a cycle in which the liquid refrigerant evaporates in the evaporator, takes heat away from the evaporator, becomes a gas, and is again liquefied while releasing heat to the surroundings by the condenser. When this is applied to an electric vehicle or a hybrid vehicle, there is an advantage that a heat source insufficient for a conventional air conditioner can be secured.

Of course, there have been attempts to apply heat pumps to automobiles.

Korean Patent Laid-Open Publication No. 10-2000-0063254 discloses a heat pump comprising: a hot water heater as a heat pump which is installed on the downstream side of an air circulation unit and circulates cooling water of an engine; an air heater provided on the upstream side of the air circulation unit, A first bypass line for bypassing the refrigerant discharged from the compressor in the heating operation, and a second bypass line provided outside the air circulation unit for discharging the refrigerant discharged from the hot water heater A first electronic expansion valve disposed at a refrigerant inlet side of the indoor heat exchanger and a second electronic expansion valve disposed at a refrigerant inlet side of the dual pipe heat exchanger, Discloses a heat pump having an expansion valve and control means for controlling the opening degree of the first electronic expansion valve and the second electronic expansion valve It was.

In addition, Korean Patent Registration No. 10-1669826 discloses a refrigerant circulation system including a compressor installed on a refrigerant circulation line for compressing and discharging a refrigerant, and a heat exchanger installed inside the air conditioner case for exchanging heat between the air in the air conditioner case and the refrigerant discharged from the compressor An outdoor heat exchanger installed inside the air conditioner case for exchanging heat between the air in the air conditioner case and the refrigerant supplied to the compressor; an outdoor heat exchanger installed outside the air conditioner case for exchanging heat between the refrigerant circulating through the refrigerant circulation line and the outside air; A first expansion means provided on a refrigerant circulation line between the indoor heat exchanger and the outdoor heat exchanger for expanding the refrigerant; a second expansion means provided on the refrigerant circulation line at the inlet side of the evaporator for expanding the refrigerant; , And an inlet-side refrigerant circulation line of the second expansion means and an outlet-side refrigerant circulation line of the evaporator And a bypass line through which the refrigerant bypasses the second expansion means and the evaporator in the heat pump mode, wherein the refrigerant circulation line is provided with a bypass line for performing a dehumidification in the passenger compartment And a dehumidifying line for supplying a part of the refrigerant circulating in the refrigerant circulation line to the evaporator side is provided, wherein the dehumidifying line connects the outlet refrigerant circulation line of the first expansion means and the inlet refrigerant circulation line of the evaporator And a portion of the refrigerant passing through the first expansion means and before entering the outdoor heat exchanger is provided to the evaporator side.

According to these prior art vehicle heat pumps, it is possible to optimally control cooling and heating, and also to perform a dehumidifying operation smoothly in a vehicle interior. However, all of these inventions have various modes such as cooling / heating / Many bypass lines and valves are configured for operation to form a very complex system. Furthermore, in an environment where the outside air temperature is extremely low (for example, during winter), the external heat exchanger can be easily conceived. In order to remove the external heat exchanger, a complicated refrigerant defrost loop including a bypass line is used to remove the refrigerant.

When a large number of bypass lines and valves are constructed as in the prior art, the assembling and manufacturing processes of the heat pump system are complicated and the pressure drop of the refrigerant increases along the complicated line, There arises a problem that the refrigerant loop control for each operating mode becomes complicated. There is controversy as to whether the advantages of the heat pump system can be overcome due to the complexity of the control and the increase of the cost.

As long as there is a limitation on the battery for a vehicle, it is obvious that a conventional air conditioner should be modified or an air conditioner of a new concept should be developed.

There is a need to develop a new air conditioner suitable for electric cars or hybrid cars in keeping with the development of alternative energy, which is a trend of the times.

In addition, there is also a need to easily configure the air conditioning system to keep pace with the trend of downsizing and compacting of automobile equipment and components in order to improve the fuel efficiency of automobiles.

In order to meet such a demand, the present invention eliminates unnecessary bypass lines as an embodiment of the present invention, thereby avoiding the structural and control complexity of the conventional heat pump system. Thereby providing a heat pump system constituting a loop.

Particularly, when the heating operation is started when the outside air temperature is low, frost is conceived in the external heat exchanger, and the heat exchange in the external heat exchanger is not smooth due to the frost conceived, resulting in a problem of lowering the heating performance . Accordingly, the present invention proposes a heat pump construction and a heat pump operation method that prevent frost formation on the external heat exchanger while maintaining the heating performance when the outside air temperature is low.

According to an aspect of the present invention, there is provided a secondary-loop type vehicle comprising a first fluid line through which a first fluid flows and a second fluid line through which a second fluid flows, A heat pump comprising: a compressor, a directional switching valve, an internal heat exchanger, a first expansion means, an external heat exchanger, a second expansion means, a third heat exchanger and an accumulator disposed on the first fluid line, And a PCM (Phase Change Material) for storing heat generated from the internal heat exchanger, wherein the first opening / closing valve and the cabin cooler are disposed in the first branch line, the second opening / closing valve and the waste heat recovering portion are disposed in the second branch line And a heat pump for a vehicle.

Here, the heat pump may be used in an electric vehicle and a hybrid vehicle,

The first fluid may be a refrigerant, and the second fluid may be a cooling water.

According to an embodiment, the PCM may be formed integrally with the internal heat exchanger.

According to an embodiment of the present invention, in the first defrost operation mode of the heat pump, the direction switching valve supplies the refrigerant to the external heat exchanger without passing through the internal heat exchanger, and the second opening / closing valve is opened.

Here, the inside of the vehicle can be heated by cooling the PCM.

And a second defrosting operation mode in which the direction switching valve supplies the refrigerant to the internal heat exchanger side and the second on-off valve is opened.

According to an embodiment of the present invention, the first expansion means and the second expansion means are electronic expansion means formed to be capable of selectively opening the refrigerant line fully.

According to another embodiment of the present invention, there is provided a method for controlling a flow of a fluid, comprising the steps of: forming on a first fluid line through which a first fluid flows a compressor, a direction change valve, a PCM (Phase Change Material), an internal heat exchanger, a first expansion means, an external heat exchanger, A second opening and closing valve and a waste heat recovering section are disposed in a second branch line of the second fluid line and a second opening and closing valve and a waste heat recovering section are disposed in a second branch line of the second fluid line, loop type automotive heat pump, wherein the PCM is cooled using heat generated from the internal heat exchanger in a heating operation mode, and then the PCM is cooled to defrost the interior of the vehicle while heating the inside of the vehicle.

According to an embodiment, the cooling of the PCM may be performed in a first defrosting mode in which the directional control valve supplies the refrigerant to the external heat exchanger without passing through the internal heat exchanger, and the second on / off valve is opened .

In the present invention, the invention has been proposed in which the bypass line of the heat pump system is minimized.

In the conventional heat pump system, the assembling and manufacturing processes are complicated for driving the heat pump mode, the pressure drop of the refrigerant is increased, and the refrigerant loop control for each operation mode is difficult. In particular, when the outside air temperature is low, frost is conceived in the external heat exchanger. In the conventional heat pump system, the defrosting operation is performed by using a complicated refrigerant loop in order to remove the frost. For example, in the conventional technology, the refrigerant at mid-high temperature and high pressure passing through the internal heat exchanger flows through the expansion valve and the bypass line by the chiller (third heat exchanger) without passing through the external heat exchanger.

However, the present invention proposes a heat pump system that is shorter in length than a conventional heat pump system and has a shorter refrigerant loop length, and is superior to the prior art in terms of defrost efficiency. It has a technical advantage of reducing the cost because the bypass line is omitted and the cost is reduced and the refrigerant loop length is short so that the pressure drop amount is reduced and the internal heat exchanger is circulated to the external heat exchanger The defrost performance is improved and the defrosting time can be shortened. In addition, it has an advantage that the heating performance is prevented from being reduced during the defrosting operation.

From the control point of view, the present invention is a dual loop system, so temperature control can be individually performed for each loop, which is advantageous in terms of system stability. In the case of a system failure diagnosis, There are advantages.

In addition, although the prior art fails to provide heating during the defrost operation, it is also possible to provide heating during defrost operation according to an embodiment of the present invention.

More specifically, according to the heat pump system of the present invention, when the defrosting operation is required, the defrosting operation can be performed without changing the circulation direction of the refrigerant in the heating operation in the opposite direction, ultimately improving the heating performance in the defrosting operation .

1 is a view showing a circulation path of a first fluid and a second fluid in a cooling operation mode in a configuration of a heat pump system having a dual loop according to an embodiment of the present invention.
2 is a view showing a circulation path of a first fluid and a second fluid in a heating operation mode in a configuration of a heat pump system having a double loop according to an embodiment of the present invention.
FIG. 3 is a view showing a circulation path of a first fluid and a second fluid in a defrost operation mode in a construction of a heat pump system having a dual loop according to an embodiment of the present invention.
FIG. 4 is a view showing a circulation path of a first fluid and a second fluid in a second defrost operation mode in the construction of a heat pump system having a double loop according to another embodiment of the present invention.
5 is a view showing a circulation path of a first fluid and a second fluid in the dehumidification-heating operation mode in the construction of a heat pump system having a double loop according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an automotive heat pump according to the present invention will be described in detail with reference to the accompanying drawings. The embodiments are provided so that those skilled in the art can easily understand the technical spirit of the present invention, and thus the present invention is not limited thereto. In addition, the matters described in the attached drawings may be different from those actually implemented by the schematic drawings to easily describe the embodiments of the present invention.

The expression "including" any element is merely referred to as being an "open" expression and should not be understood as excluding the additional elements.

Further, when a component is referred to as being connected or connected to another component, it may be directly connected or connected to the other component, but it should be understood that there may be other components in between.

Also, the expressions such as 'first, second', etc. are used only to distinguish a plurality of configurations, and do not limit the order or other features between configurations.

1 to 5, an automotive heat pump system and a heat pump operation method according to the present invention will be described.

1 is a view showing a circulation path of a first fluid and a second fluid in a cooling operation mode in a configuration of a heat pump system having a dual loop according to an embodiment of the present invention. 2 is a view showing a circulation path of a first fluid and a second fluid in a heating operation mode in a configuration of a heat pump system having a double loop according to an embodiment of the present invention. FIG. 3 is a view showing a circulation path of a first fluid and a second fluid in a defrost operation mode in a construction of a heat pump system having a dual loop according to an embodiment of the present invention. FIG. 4 is a view showing a circulation path of a first fluid and a second fluid in the defrost operation mode in the construction of a heat pump system having a double loop according to another embodiment of the present invention. 5 is a view showing a circulation path of a first fluid and a second fluid in the dehumidification-heating operation mode in the construction of a heat pump system having a double loop according to an embodiment of the present invention.

First, the structure of a heat pump for a vehicle according to an embodiment of the present invention is as follows. The main feature of the heat pump of the present invention is that it is composed of a secondary-loop. In the case of a dual-loop configuration, configurations on a first fluid line (line 1) through which a first fluid flows and configurations on a second fluid line (line 2) through which a second fluid flows. When the vehicle of the present invention is an electric vehicle, the first fluid and the second fluid may denote different refrigerants. In the case of a hybrid vehicle, the first fluid may be a refrigerant and the second fluid may be a refrigerant or a coolant different from the first fluid. It can mean. Preferably, the first fluid may be a refrigerant provided for air conditioning of a passenger compartment, and the second fluid may be a cooling water line flowing into a vehicle through a water pump (PUMP).

The heat pump system of the present invention may be applied to an electric vehicle that does not have an internal combustion engine using fossil fuel but that is driven only by a battery and a hybrid vehicle that is equipped with an internal combustion engine and a battery. According to an embodiment of the present invention, when the heat pump system of the present invention is applied to the electric vehicle, a cooling water line for cooling the engine is not separately provided. Therefore, the second fluid is preferably a refrigerant other than cooling water.

A heat pump for an automobile according to an embodiment of the present invention includes a secondary fluid line (line 1) through which a first fluid flows and a second fluid line (line 2) through which a second fluid flows, a first expansion means, an external heat exchanger, a second expansion means, a third heat exchanger, and an accumulator are provided on the first fluid line (line 1) And the first open / close valve 240 and the cabin cooler 140 are disposed on the first branch line (line 2-1) of the second fluid line (line 2) The second open / close valve 250 and the waste heat recovery unit 150 may be disposed in the second branch line (line 2-2).

As a feature of the present invention, a PCM (Phase Change Material) may be provided. PCM is a phase change material called latent heat material, heat storage material or axial coolant, which accumulates and / or releases latent heat energy generated in a process of phase change from solid to liquid or liquid to gas or phase change in the opposite direction.

More specifically, on the first fluid line (line 1) through which the first fluid flows, a compressor (COMP) for compressing and discharging the first fluid; An internal heat exchanger (110) for heat-exchanging the first fluid with air in the passenger compartment; An external heat exchanger (120) for heat-exchanging the first fluid with outside air; A first expansion means (220) disposed on a first fluid line between the internal heat exchanger (110) and the external heat exchanger (120), the first expansion means (220) being arranged to expand the first fluid; A second expansion means (230) disposed on the first fluid line, the second expansion means being arranged to expand the first fluid passing through the external heat exchanger (120); An accumulator (ACC) for introducing gaseous refrigerant in the liquid phase and gaseous phase refrigerant on the first fluid line passing through the second expansion means (230) into the compressor (COMP); A third heat exchanger 130 disposed on the first fluid line 1 between the second expansion means 230 and the accumulator ACC and capable of heat exchange with the second fluid is disposed.

The second fluid line (line 2) through which the second fluid flows is connected to a cabin cooler 140 that performs heat exchange with the air in the passenger compartment and is connected to a waste heat recovery unit The first fluid line (line 2) may be connected to the first open / close valve 240 and the waste heat recovery unit 150 for opening / closing the flow to / from the cabin cooler 140, (Or intermittently) the second open / close valve 250 may be provided.

In addition, the heat pump of the present invention may include a direction switching valve 210 for switching the flow direction of the first fluid discharged from the compressor COMP.

The directional valve 210 provided on the first fluid line line 1 supplies the first fluid discharged from the compressor COMP to the internal heat exchanger 110 in accordance with the air conditioning mode of the vehicle or to the internal heat exchanger 110 And directly to the external heat exchanger 120 without passing through the heat exchanger. For this purpose, the directional control valve 210 may be a 3-way valve. When the directional control valve 210 is a 3-way valve, the operation of supplying the first fluid to the external heat exchanger 120 and the operation of supplying the first fluid to the internal heat exchanger 110 may be selectively performed.

Further, a pressure sensor (not shown) is mounted on the first fluid line (line 1) connecting the compressor (COMP) and the direction switching valve (210), and the pressure of the refrigerant discharged from the compressor Can be detected.

Specifically, the directional control valve 210 allows the first fluid to be directly supplied to the first expansion means 220 without passing through the internal heat exchanger 110 in the cooling operation mode. At this time, the high-temperature and high-pressure first fluid discharged from the compressor (COMP) passes through the first expansion means (220) and evaporates in the external heat exchanger (120). On the other hand, in the heating operation mode, the defrost operation mode, and the dehumidification-heating operation mode, the directional control valve 210 allows the first fluid to be supplied to the first expansion means 220 through the internal heat exchanger 110. At this time, since the first fluid of high temperature and high pressure discharged from the compressor COMP is condensed while passing through the internal heat exchanger 110, the temperature is lowered, and the first fluid after being condensed passes through the first expansion means 220, And flows into the heat exchanger 120 side.

The inner heat exchanger 110 is provided with an inner space through which the first fluid flows and a plurality of tubes or corrugated fins are arranged so as to heat exchange with the air flowing in contact with the surface of the inner heat exchanger 110 As shown in FIG.

The heat pump of the present invention may include a PCM. The PCM is configured to be able to store heat using the heat of the internal heat exchanger (110). According to one embodiment, the interior of the vehicle can be sufficiently heated through the internal heat exchanger 110, and the PCM can be stored using the residual heat energy after achieving the heating purpose.

The PCM may be formed integrally with the internal heat exchanger 110 as shown in FIGS. 1 to 5.

In the case where the PCM is formed integrally with the internal heat exchanger 110, the external heat exchanger 110 and the internal heat exchanger 110 share the external case. The PCM is formed adjacent to the internal heat exchanger 110, . The PCM may be detachably attached to the internal heat exchanger 110 or the refrigerant line as the case may be, and may be replaced when the function of the internal phase change material deteriorates.

According to one embodiment of the present invention, the PCM serves to heat the interior of the vehicle, if necessary, using latent heat at the time of phase change. Here latent heat is a form of energy released when a phase change material changes from a liquid state (melting state) to a solid state (frozen state). In the present invention, the PCM assists the heating in the passenger compartment according to the circulation of the refrigerant. In particular, when the defrost is required to be frosted in the external heat exchanger 120, the PCM can be configured to release the latent heat. In the prior art, there is a problem that the heating performance is deteriorated during the defrosting operation due to the structure of the heat pump. However, in the present invention, it is possible to perform the heating using the PCM during defrosting, thereby preventing the deterioration of the heating performance.

Illustratively, the freezing point and melting point of the PCM can be set to approximately 50 ° C and 70 ° C, respectively, and the phase change of the PCM within the freezing point and the melting point range can be used to store the heat of the refrigerant, It becomes possible to radiate heat.

The PCM accumulates energy from the internal heat exchanger 110 through the heating operation mode first, and releases the latent heat when defrosting is required later. Specifically, in the heating operation mode, the PCM stores heat while the phase change material melts, and when the frost impingement occurs in the external heat exchanger, that is, when the defrosting operation is necessary, the phase change material that has been melted again is cooled Release.

The defrosting operation mode of the present invention may include a first defrosting operation mode and a second defrosting operation mode, and the operation mode in which the PCM is dissipated may correspond to the first defrosting operation mode. The fluid movement path at this time is shown in Fig. In the first defrosting mode and the second defrosting mode, the first expansion means 220 is fully opened and the second expansion means 230 decompresses and expands the refrigerant. , And only the flow of the refrigerant on the refrigerant line is changed by using the directional control valve (210). Details of the first defrost operation mode, the second defrost operation mode and the behavior of the PCM will be described later in the heat pump operation method.

In the conventional heat pump system, heating performance deteriorates when switching to the defrosting operation when the outdoor heat exchanger is installed. In the present invention, however, the interior of the vehicle is warmed by using the energy stored in the PCM while performing the defrosting operation It is possible to prevent the phenomenon that the heating performance is lowered.

On the other hand, the cabin cooler 140 and the waste heat recovering unit 150 provided on the second fluid line (line 2) are configured in parallel, and the first open / close valve 240, the second open / close valve 250, The second fluid can selectively flow toward the cabin cooler 140 and the waste heat recovering unit 150 by the opening and closing operation. However, in some cases, the first opening / closing valve 240 and the second opening / closing valve 250 may be opened at the same time, and the second fluid may flow simultaneously to the cabin cooler 140 and the waste heat recovering unit 150. That is, the temperature of the second fluid can be changed by selectively providing the waste heat source.

According to the embodiment, the waste heat recovery unit 150 may collect waste heat from electrical equipment or recover waste heat from the cabin. Here, the electrical component connected to the waste heat recovery unit 150 may mean a product that can generate heat, such as a motor M, an inverter, a converter, a battery, or the like. The waste heat of the cabin connected to the waste heat recovery unit 150 means all kinds of waste heat provided inside and outside the cabin room, for example, heating means separately provided for heating, This may be the solar panel that recovers.

The third heat exchanger 130 of the present invention may be divided into a first fluid side part 131 and a second fluid side part 132. [ The third heat exchanger 130 receives two different fluids and transmits thermal energy of the respective fluids. Since no separate heat providing means is connected to the third heat exchanger 130, the third heat exchanger 130 Heat will be transferred from a fluid with a hotter temperature to a fluid with a colder temperature. The fluid flowing in the third heat exchanger 130 is configured not to be mixed with each other. For this purpose, the shape of the third heat exchanger 130 is preferably formed like a chiller widely used as a cooler.

The function of the second fluid line (line 2) is to move the heat of the hot second fluid to the cooler first fluid side through the third heat exchanger 130 during cooling, thereby cooling the cabin cooler 140 side, And can transfer the heat to the first fluid side through the third heat exchanger 130. In the case of the high temperature heating, the waste heat and / or heat on the cabin side And may return to the third heat exchanger (130).

Hereinafter, an operation method of a heat pump for an automobile according to the present invention will be described in detail with reference to the drawings.

According to the method of operating the automotive heat pump of the present invention, the compressor COMP, the directional valve, the internal heat exchanger 110, the first expansion means 220, An external heat exchanger 120, a second expansion means 230, a third heat exchanger 130 and an accumulator ACC are arranged and the first branch line (line 2- The first open / close valve 240 and the cabin cooler 140 are connected to the second branch line (line 2-2) through a second open / close valve 250 and a waste heat recovery unit 150, loop type automobile heat pump, first, the PCM is stored using the heat generated from the internal heat exchanger (110) in the heating operation mode, and then the PCM is cooled to defrost the inside of the vehicle by heating .

The behavior of the valve for switching between the air conditioning mode, the heating operation mode, the defrosting operation mode, the dehumidification-heating operation mode on / off, the in-vehicle temperature according to the air conditioning mode, Lt; RTI ID = 0.0 > and / or < / RTI > Here, the controller may mean a conventional VCU (Vehicle Control Unit) provided in the vehicle.

The controller senses the pressure information of the first fluid received through the pressure sensor (not shown), the pressure information of the second fluid, the temperature of the first fluid and the second fluid received through the temperature sensor (not shown) The valves are driven to operate the compressors to adjust the opening of each of the expansion means and the opening / closing valve.

The first expansion means 220 and the second expansion means 230 of the present invention may be electronic expansion means formed to selectively open the refrigerant line fully. The opening amount of the refrigerant line can be freely adjusted according to the input of the user or the controller. Unlike the mechanical expansion means in which the amount of opening is determined according to the piping shape and the pressure of the refrigerant line can not be freely adjusted.

In addition, the controller may control the flow rate of the water pump according to the air-conditioning mode of the vehicle and the temperature state of the electrical waste heat source, or may control the airflow of the opening / closing door and the blowing fan. The controller also determines whether the waste heat recovery unit is provided with the heat recovery and the heat quantity according to the heating load required by the vehicle or the vehicle air conditioning mode.

The cooling operation mode of the present invention will be described with reference to Fig.

As the cooling operation method, the first fluid is supplied to the compressor (COMP), the first expansion means 220, the external heat exchanger 120, the second expansion means 230, the third heat exchanger 130, the accumulator (ACC) The first expansion means 220 is fully opened and the second fluid is introduced into the third heat exchanger 130, the cabin cooler 140, the third heat exchanger 140, (130) in this order.

Here, the path (line 1-2) to the side of the internal heat exchanger 110 of the directional control valve 210 is closed and the path (line 1-1) connected to the external heat exchanger 120 side without passing through the internal heat exchanger 110 ).

At this time, the first expansion means 220 is fully opened to minimize the pressure drop and the state change of the first fluid. Accordingly, the high-temperature, high-pressure, and gaseous first fluid discharged from the compressor COMP passes through the first expansion means 220 as it is, and is then condensed while being exchanged with the cool outside air by the external heat exchanger 120, The first fluid in the gas phase is converted into the first fluid in the liquid phase.

Subsequently, the first fluid having passed through the external heat exchanger 120 is decompressed and expanded in the process of passing through the second expansion means 230 to become a low-temperature, low-pressure liquid first fluid, and then flows into the third heat exchanger 130 .

The low-temperature low-pressure liquid first fluid flowing into the third heat exchanger 130 can be heat-exchanged with the second fluid on the second fluid line. At this time, the first fluid in the third heat exchanger 130 evaporates while exchanging heat with the second fluid, and at the same time, the second fluid is cooled by an endothermic effect due to the latent heat of evaporation, whereby the cooled second fluid flows to the cabin cooler 140 so that the air supplied by the blowing fan 11 is cooled to be cooled. In this process, the door 12 closes the air flow on the side of the internal heat exchanger 110, flows into the air conditioner case, and then meets the cabin cooler 140 and discharges the cooled air directly into the passenger compartment.

Thereafter, the first fluid, which has passed through the third heat exchanger 130 and is mixed with the low-temperature and low-pressure gaseous and liquid phases, passes through the accumulator ACC and flows back to the compressor COMP, thereby circulating the cycle. The accumulator ACC separates the liquid refrigerant and the gaseous refrigerant from the refrigerant supplied to the compressor COMP so that only the gaseous refrigerant can be supplied to the compressor COMP.

That is, in the cooling operation mode, the first fluid passes through the first expansion means 220, which is discharged from the compressor, the first expansion means 220, the condensation in the external heat exchanger 120, the decompression in the second expansion means 230 And the evaporation process in the third heat exchanger 130. The second fluid meets the air in a state in which heat is taken by the first fluid to cool the inside of the vehicle.

Referring to Fig. 2, the heating operation mode will be described.

As the heating operation method, the first fluid is supplied to the compressor (COMP), the internal heat exchanger 110, the first expansion device 220, the external heat exchanger 120, the second expansion device 230, the third heat exchanger 130 ), An accumulator (ACC), and a compressor (COMP), in this order, the second expansion means (230) is fully opened. And the second fluid is passed through the third heat exchanger 130, the waste heat recovering unit 150, and the third heat exchanger 130 in this order.

The path line 1-2 to the internal heat exchanger 110 side is opened and the path line 1-1 connected to the external heat exchanger 120 side is closed by driving the direction switching valve 210. [ Therefore, the high temperature, high pressure, and gaseous first fluid discharged from the compressor flows into the internal heat exchanger 110 side.

The first fluid of high temperature, high pressure and gaseous phase introduced into the internal heat exchanger 110 is condensed while exchanging heat with the air blown into the air conditioning case through the blowing fan 11 to convert the gaseous first fluid into a liquid first fluid do. The air passing through the internal heat exchanger 110 is converted into a warm air and then supplied to the interior of the vehicle to heat the inside of the interior of the vehicle.

The first fluid passed through the internal heat exchanger 110 is decompressed and expanded through the first expansion means 220 to become a low-pressure first fluid. And the first fluid is supplied to the external heat exchanger (120). The first fluid in the liquid phase in the external heat exchanger 120 is evaporated to be converted into a first fluid in a gas phase and liquid phase mixture state, then passes through the third heat exchanger 130 and flows into the accumulator ACC.

At this time, the second expansion means 230 is fully opened and does not affect the state change of the first fluid.

The first fluid introduced into the third heat exchanger 130 may be heat-exchanged with the second fluid on the second fluid line (line 2). The heat exchange may be selectively performed, and the first fluid exchanges heat in the form of receiving heat from the second fluid in order to improve the heating performance by mainly increasing the temperature of the first fluid. For example, when the outdoor temperature is a low temperature state at a predetermined temperature (for example, -10 ° C or lower), the heating performance due to the flow of the first fluid and the operation mode High) heating operation mode) so that the heating load required for the vehicle can be satisfied.

At this time, the first fluid in the third heat exchanger 130 can be heat-exchanged with the second fluid and can receive heat from the second fluid. Referring to FIG. 2, the second fluid serves to recover the waste heat and to supply heat to the first fluid through the third heat exchanger 130. To this end, the first on-off valve 240 on the second fluid line (line 2) is closed to block the flow of the second fluid on the cabin cooler 140 side, and the second on-off valve 250 is opened, So that the second fluid can flow only toward the first fluid passage 150 side.

The first fluid, which is relatively low in temperature, low in pressure, and mixed with the gas phase and the liquid phase when introduced into the third heat exchanger 130, becomes a first fluid having a relatively high temperature, low pressure and a mixed gas phase and liquid phase, . As a result, the efficiency of the compressor (COMP) is increased and the heating efficiency is increased.

 In this process, the door 12 opens the air flow on the side of the internal heat exchanger 110, introduces into the air conditioning case, and then meets the internal heat exchanger 110 to discharge hot air into the passenger compartment.

That is, in the heating operation mode, the first fluid is discharged from the compressor COMP, condensed in the internal heat exchanger 110, decompressed and expanded in the first expansion device 220, evaporated in the external heat exchanger 120, Passes through the second expansion means (230), which is completely opened, and the selective heat exchange process in the third heat exchanger (130). And the second fluid serves to provide waste heat to the first fluid.

Referring to Fig. 3, the defrost operation mode will be described.

In the present invention, the defrosting operation mode includes a first defrost operation mode and a second defrost operation mode. The first defrosting operation mode means an operation mode in which the high temperature refrigerant is directly introduced into the external heat exchanger 120 to increase the defrosting speed. In the second defrosting operation mode, the defrosting operation is performed without deteriorating the heating performance Quot; operating mode "

As the defrosting operation method, the first fluid is supplied to the compressor (COMP), the first expansion means 220, the external heat exchanger 120, the second expansion means 230, the third heat exchanger 130, the accumulator (ACC) And the compressor COMP in this order, the first expansion means 220 is fully opened and the second fluid is introduced into the third heat exchanger 130, the waste heat recovering portion 150, (130) in this order.

Here, the path (line 1-2) to the side of the internal heat exchanger 110 of the directional control valve 210 is closed and only the path (line 1-1) directly connected to the external heat exchanger 120 side is opened.

Subsequently, the first expansion means 220, located on the path through which the first fluid flows, is fully open to minimize the pressure drop and state change of the first fluid. The first fluid passing through the first expansion means 220 is condensed while exchanging heat with the outside air in the external heat exchanger 120 to remove the frost on the surface of the external heat exchanger 120.

In the first defrosting operation mode, defrosting is performed by supplying the first fluid of high temperature, high pressure, and vapor phase directly to the external heat exchanger 120 frosted. The refrigerant flowing into the external heat exchanger 120 is a first fluid having a high temperature of about 90 ° C. The first fluid meets the outside air in the external heat exchanger 120 and exchanges heat to remove the frost on the surface. When the heating operation is started when the outside air is cold, a problem may arise that frost is conceived on the surface due to the endothermic action of the external heat exchanger 120. At this time, by applying the defrosting operation mode shown in FIG. 3, Or to remove the frost that has been conceived.

The first fluid passing through the external heat exchanger 120 is decompressed and expanded while passing through the second expansion means 230, and is then introduced into the third heat exchanger 130 after becoming low temperature, low pressure and vapor phase. In the third heat exchanger 130, the refrigerant evaporates by being mixed with the second fluid, so that it becomes a low-temperature, low-pressure gas-liquid mixture state and flows into the accumulator ACC side.

Here, the second fluid may pass through the waste heat recovering unit 150 to transfer the waste heat to the first fluid, so that the evaporating action in the third heat exchanger 130 may be more actively performed.

That is, in the defrosting mode, the first fluid passes through the first expansion means 220 as it is discharged from the compressor, the first expansion means 220 is condensed in the external heat exchanger 120, the second expansion means 230 performs the decompression expansion And evaporating in the third heat exchanger 130, and the second fluid provides waste heat to the first fluid.

In this process, the phase change material is cooled (or freezes) by using the PCM in the stored state, so that heat can be supplied to the external heat exchanger 120 to heat the inside of the vehicle. With PCM, the heating performance can be maintained to some extent while performing the defrost function.

The second defrosting operation mode will be described with reference to Fig. The second defrosting operation mode may mean performing the defrosting operation during the heating operation as described above. Therefore, the second defrosting operation mode may be called the defrost-heating operation mode.

As the defrosting-heating operation method, the first fluid is supplied to the compressor (COMP), the internal heat exchanger 110, the first expansion device 220, the external heat exchanger 120, the second expansion device 230, (ACC) and a compressor (COMP), in which the first expansion means 220 is fully opened. And the second fluid is passed through the third heat exchanger 130, the waste heat recovering unit 150, and the third heat exchanger 130 in this order.

When the defrosting operation is required during the heating operation, the defrosting operation is not interrupted and the defrosting operation is performed.

Here, the path (line 1-2) to the internal heat exchanger 110 side is opened by driving the direction switching valve 210 and the path (line 1-1) directly connected to the external heat exchanger 120 side is closed. Therefore, the high temperature, high pressure, and gaseous first fluid discharged from the compressor flows into the internal heat exchanger 110 side.

The first fluid of high temperature, high pressure and gaseous phase introduced into the internal heat exchanger 110 is condensed while exchanging heat with the air blown into the air conditioning case through the blowing fan 11 to convert the gaseous first fluid into a liquid first fluid do. The air passing through the internal heat exchanger 110 is converted into a warm air and then supplied to the interior of the vehicle to heat the inside of the interior of the vehicle.

Subsequently, the first expansion means 220, located on the path through which the first fluid flows, is fully open to minimize the pressure drop and state change of the first fluid. The first fluid that has passed through the internal heat exchanger 110 can be condensed once again while exchanging heat with the outside air in the external heat exchanger 120.

At this time, since the first fluid maintains a certain degree of heat (about 40 DEG C to 50 DEG C) when it is discharged from the compressor COMP, it is possible to prevent the frost from being frozen in the external heat exchanger 120, . In other words, the refrigerant passing through the internal heat exchanger 110 is circulated to the external heat exchanger 120 at a medium-temperature high-pressure state without expanding, thereby exhibiting an improved defrosting ability. It has the advantage of exerting defrosting effect through simple valve operation while maintaining heating performance. However, since the temperature of the refrigerant provided to the external heat exchanger 120 at this time is lower than that in the first defrost operation mode, the defrosting speed in the second defrost operation mode may be somewhat slower than that in the first defrost operation mode.

The first fluid passing through the external heat exchanger 120 is decompressed and expanded while passing through the second expansion means 230, and is then introduced into the third heat exchanger 130 after becoming low temperature, low pressure and vapor phase. In the third heat exchanger 130, it is evaporated by the second fluid and converted into a low-temperature and low-pressure gas and liquid state, and flows into the accumulator ACC side.

Here, the second fluid may pass through the waste heat recovering unit 150 to transfer the waste heat to the first fluid, so that the evaporating action in the third heat exchanger 130 may be more actively performed.

That is, in the second defrosting operation mode, the first fluid is discharged from the compressor, condensed in the internal heat exchanger 110, passed through the completely opened first expansion means 220, Condensation, decompression expansion at the second expansion means 230, evaporation at the third heat exchanger 130, and the second fluid provides waste heat to the first fluid.

If the defrost operation mode is once again emphasized,

When the frost conception is detected, the heat pump can be operated by selecting any one of the first defrost operation mode and the second defrost operation mode.

A method of detecting the frosting on the external heat exchanger 120 can be realized by photographing an implantation amount by using a predetermined photographing apparatus and identifying it or by forming an electromechanical device to form a predetermined electric field, Or a method of sensing the implantation using an infrared ray or a pressure sensor may be applied. In addition, it is also possible to directly detect the conception by using another sensor attached to the external heat exchanger, or to determine the frost conception by considering the temperature of the outside air temperature of the vehicle in addition to the above information.

The selection of the defrosting mode can be automatically selected according to the user's selection or a predetermined algorithm, the criterion of selection being (a) the amount of frost frost or (b) the degree of accumulation of PCM, c) The temperature of the outside air may be applicable.

In the first defrosting operation mode, the high-temperature refrigerant flows into the external heat exchanger 120, so that the defrosting operation speed is fast. In the first defrosting operation mode, the heat accumulated in the PCM is dissipated to heat the inside of the vehicle.

In the second defrosting operation mode, the middle temperature refrigerant is introduced into the external heat exchanger 120 rather than the second defrost operation mode. Therefore, the defrosting operation speed is slower than the first defrosting operation mode. However, It is advantageous in that it is not dropped.

For example, when the amount of concealed frost is larger than the preset amount (A), the defrosting operation takes a long time, so that the second defrosting operation mode is performed. When the amount is not larger than the predetermined amount A, Can be set. The defrosting operation mode may be set to perform stepwise according to the degree of conception.

In addition, the present invention has an advantage that defrosting time can be shortened by exerting a defrosting effect through a simple valve operation without passing through a separate bypass line for defrosting.

Referring to Fig. 5, the dehumidification-heating operation mode will be described.

As the dehumidification-heating operation method, the first fluid is supplied to the compressor (COMP), the internal heat exchanger 110, the first expansion device 220, the external heat exchanger 120, the second expansion device 230, The second expansion means 230 is fully opened and the second fluid is passed through the third heat exchanger 130, the cabin cooler 130, the accumulator ACC, and the compressor COMP in this order, The first heat exchanger 140, and the third heat exchanger 130 in this order.

Here, the path to the internal heat exchanger 110 side of the directional control valve 210 is opened (line 1-2) and the path (line 1-1) directly connected to the external heat exchanger 120 side is closed. Therefore, the high temperature, high pressure, and gaseous first fluid discharged from the compressor flows into the internal heat exchanger 110 side.

The first fluid of high temperature, high pressure and gaseous phase introduced into the internal heat exchanger 110 is condensed while exchanging heat with the air blown into the air conditioning case through the blowing fan 11 to convert the gaseous first fluid into a liquid first fluid do. The air passing through the internal heat exchanger 110 is converted into a warm air and then supplied to the interior of the vehicle to heat the inside of the interior of the vehicle.

The first fluid having passed through the internal heat exchanger 110 is decompressed and expanded through the first expansion means 220 to become a low pressure liquid first fluid and then supplied to an external heat exchanger 120 serving as an evaporator. The first fluid supplied to the external heat exchanger 120 becomes a low-temperature, low-pressure gas-liquid mixture and flows into the accumulator ACC through the third heat exchanger.

At this time, the second expansion means 220 is fully opened and does not affect the state change of the first fluid.

The first fluid introduced into the third heat exchanger 130 may be heat-exchanged with the second fluid on the second fluid line (line 2). At this time, the second fluid in the third heat exchanger 130 may be heat-exchanged with the first fluid, and may be heated by the first fluid. The cooled second fluid may be supplied to the cabin cooler 140 side to cool the air supplied by the blowing fan.

That is, in the dehumidification-heating operation mode, the first fluid is discharged from the compressor, condensed in the internal heat exchanger 110, reduced in pressure expansion in the first expansion device 220, evaporated in the external heat exchanger 120, The second fluid passes through the opened second expansion means 230 and passes through the third heat exchanger 130 in order and the second fluid meets with the air in the state of being deprived of heat by the first fluid, do.

The humid air introduced by the blowing fan is brought into contact with the surface of the cabin cooler 140 to be condensed, and then the air is introduced into the cabin cooler 140 to the side of the internal heat exchanger 110 which is in the heat-generating operation, so that dry air with moisture removed as a result is discharged into the passenger compartment.

As described above, according to the system of the present invention, a heat pump system that is shorter in length than the conventional heat pump system and shorter in length than the conventional heat pump system and superior in defrost efficiency to the prior art is proposed. It has a technical advantage of reducing the cost due to omission of the bypass line unlike the prior art and having a cost advantage in that the refrigerant loop length is short and the pressure drop amount is small and the internal heat exchanger does not expand the refrigerant past the internal heat exchanger, And can be circulated to the external heat exchanger, thereby improving defrost performance and shortening the time required for defrosting. In addition, it has an advantage that the heating performance is prevented from being reduced during the defrosting operation.

From the control point of view, since the present invention is a dual loop system, temperature control can be individually performed for each loop, which is advantageous in terms of system stability. Loops are dualized so that individual diagnosis can be done for each loop when a system fault diagnosis is made.

In addition, although the prior art fails to provide heating during the defrost operation, it is also possible to provide heating during defrost operation according to an embodiment of the present invention.

More specifically, according to the heat pump system of the present invention, when the defrosting operation is required, the defrosting operation can be performed without changing the circulation direction of the refrigerant in the heating operation in the opposite direction, ultimately improving the heating performance in the defrosting operation .

In the foregoing detailed description of the present invention, only specific embodiments thereof have been described. It is to be understood, however, that the invention is not to be limited to the specific forms thereof, which come within the scope of the appended claims, and all variations, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims Should be understood.

10: Air conditioning case (duct)
11: blowing fan
12: Door
110: internal heat exchanger
120: External heat exchanger
130: third heat exchanger
140: cabin cooler
150: waste heat recovery unit
210: Direction reversing valve
220: first expansion means
230: second expansion means
240: first opening / closing valve
250: Second open / close valve

Claims (10)

A secondary-loop-type vehicle heat pump comprising a first fluid line through which a first fluid flows and a second fluid line through which a second fluid flows,
A compressor, a directional switching valve, an internal heat exchanger, a first expansion means, an external heat exchanger, a second expansion means, a third heat exchanger and an accumulator are disposed on the first fluid line,
A first branch line of the second fluid line is provided with a cabin cooler that performs cooling or dehumidification of the cabin room by the flow of the first opening and closing valve and the second fluid, A waste heat recovering unit for recovering the waste heat,
The directional control valve controls the flow of the first fluid discharged from the compressor COMP to the internal heat exchanger 110 according to the air conditioning mode of the vehicle or directly to the external heat exchanger 120 without passing through the internal heat exchanger 110 A three-way valve for supplying the air,
The third heat exchanger includes a first fluid-side part 131 and a second fluid-side part 132 to perform heat exchange between the first fluid and the second fluid,
The first fluid is passed through the compressor, the first expansion means, the external heat exchanger, the second expansion means, and the third heat exchanger in this order in the cooling operation mode and the first defrost operation mode,
In the heating operation, the second defrosting operation and the dehumidification-heating operation mode, the first fluid is passed through the compressor, the internal heat exchanger, the first expansion means, the external heat exchanger, the second expansion means and the third heat exchanger in this order And,
The second fluid flows into the cabin cooler in a cooling mode and a dehumidification-heating mode,
Further comprising a PCM (Phase Change Material) for storing heat generated from the internal heat exchanger on the first fluid line.
The method according to claim 1,
Wherein the heat pump is used in an electric vehicle and a hybrid vehicle.
The method according to claim 1,
Wherein the first fluid is a refrigerant, and the second fluid is a cooling water.
The method according to claim 1,
Wherein the PCM is formed integrally with the internal heat exchanger.
The method according to claim 1,
Wherein the directional switching valve supplies the refrigerant to the external heat exchanger side without passing through the internal heat exchanger, and the second on-off valve is opened in the first defrost operation mode.
6. The method of claim 5,
And the inside of the vehicle room is heated by cooling the PCM.
The method according to claim 1,
And a second defrosting operation mode in which the direction switching valve supplies the refrigerant to the internal heat exchanger side and the second on-off valve is opened.
The method according to claim 1,
Wherein the first expansion means and the second expansion means are electronic expansion means formed so as to be capable of selectively opening the refrigerant line fully.
A phase change material, a PCM (Phase Change Material), an internal heat exchanger, a first expansion means, an external heat exchanger, a second expansion means, a third heat exchanger and an accumulator are disposed on a first fluid line through which the first fluid flows And,
The first branch line of the second fluid line through which the second fluid flows includes a cabin cooler that performs cooling or dehumidification of the cabin room by the flow of the first open / close valve and the second fluid, the second open / A waste heat recovery unit for recovering waste heat from an electric component or a cabin is disposed,
The directional control valve controls the flow of the first fluid discharged from the compressor COMP to the internal heat exchanger 110 according to the air conditioning mode of the vehicle or directly to the external heat exchanger 120 without passing through the internal heat exchanger 110 A three-way valve for supplying the air,
The third heat exchanger comprises a first fluid-side part 131 and a second fluid-side part 132 to allow heat exchange between the first fluid and the second fluid
The first fluid is passed through the compressor, the first expansion means, the external heat exchanger, the second expansion means, and the third heat exchanger in this order in the cooling operation mode and the first defrost operation mode,
In the heating operation, the second defrosting operation and the dehumidification-heating operation mode, the first fluid is passed through the compressor, the internal heat exchanger, the first expansion means, the external heat exchanger, the second expansion means and the third heat exchanger in this order And,
Wherein the second fluid flows to a cabin cooler in a cooling mode and a dehumidification-heating mode, the method comprising:
Wherein the PCM is cooled by using the heat generated from the internal heat exchanger in the heating operation mode, and then the PCM is cooled to defrost the vehicle while heating the interior of the vehicle.
10. The method of claim 9,
The cooling of the PCM is carried out,
Wherein the directional switching valve supplies the refrigerant to the external heat exchanger without passing through the internal heat exchanger, and the second on / off valve is opened in the first defrost operation mode.

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