KR102097394B1 - Integrated heat Management system in Vehicle - Google Patents

Abstract

The present invention provides a first heat exchanger for heat-exchanging the first cooling water to outside air using the first cooling water as a heat medium, and a second heat exchanger for heat-exchanging the second cooling water to outside air using the second cooling water as the heat medium, the first heat exchanger and the vehicle. The engine part is arranged, the first cooling water line, the second heat exchanger and the vehicle's electric components and heating parts are arranged, and the second cooling water is circulated, the second cooling water line, the first cooling water line and the second cooling water are circulated. It is provided at the connecting line connecting the line, each of the first cooling water line and the second cooling water line and the connecting line, and is provided with a switching valve for switching the flow of the first cooling water and the second cooling water, and a cooling mode in summer and a wake-up mode in winter. In accordance with this, the integrated heat management system for a vehicle including a control unit for controlling the heat of the engine part, electric components and heat generating parts by separating or integrating the first cooling water line and the second cooling water line by controlling the switching valve is provided. Gives.
Therefore, by integrating each individual system that was previously individually cooled into a single system, the number of heat exchangers can be minimized, so it is advantageous to construct a vehicle package and design a structure to efficiently deliver the maximum performance of the vehicle. Of course, effective thermal management in winter can also be performed.

Description

Integrated heat management system in vehicle

The present invention relates to an integrated heat management system for a vehicle, and more particularly, to an integrated heat management system for a vehicle that can improve the overall efficiency of the vehicle by integrating the vehicle's cooling system and performing integrated heat management accordingly.

In general, interest in hybrid vehicles and fuel cell vehicles is increasing as a way to achieve low fuel economy and reduce engine utilization, and development has been actively underway.

On the other hand, such a hybrid vehicle or fuel cell vehicle, unlike the engine vehicle, the number of parts to be cooled, such as a fuel cell or engine cooling unit, a PE component cooling unit, an A / C air conditioning cooling unit (condenser), and a battery cooling unit, increases. Therefore, in response to this, the construction of the cooling loop is also complicated and increasing.

In addition, unlike the engine vehicle, which is developed with a focus on thermal cooling so that cooling is the main function in summer and direct heating using waste heat in winter, the hybrid vehicle or fuel cell vehicle has a cooling function in summer as well as a battlefield in winter. In order to improve the efficiency of parts, it is necessary to maintain the proper temperature of the cooling water.

Therefore, the hybrid vehicle or the fuel cell vehicle, since it is difficult to perform an initial warm-up with an existing cooling system, it is necessary to configure an individual cooling loop and perform thermal management. Each of the loops must be arranged on the front of the vehicle after arranging a radiator or condensor.

However, the conventional thermal management system of the vehicle constituting the above-described individual cooling and air conditioning system limits the configuration of the vehicle package as much heat exchangers are arranged in the front end module (FEM) of the vehicle, thereby efficiently maximizing the maximum performance. There is a problem in that the configuration for betting is difficult.

In addition, in the conventional vehicle thermal management system, each heat exchanger affects each other's cooling, resulting in a decrease in efficiency, as well as an increase in the number of parts requiring thermal management as well as cooling, while the thermal management of each of these parts is not effective. There is this.

In addition, the conventional thermal management system, despite the need to minimize the power consumption for winter heating by making the most of the waste heat of the cooling water of the engine or the fuel cell, there is a problem in that it is difficult to use such waste heat in the system structure.

The present invention, by integrating each cooling system that was previously individually cooled into a single system, can minimize the number of heat exchangers required, so that a vehicle package configuration and a configuration for efficiently delivering the maximum performance of the vehicle can be advantageous. The aim is to provide an integrated thermal management system for vehicles.

In addition, an object of the present invention is to provide an integrated heat management system for a vehicle that can perform not only cooling of a vehicle but also effective heat management of parts.

In addition, an object of the present invention is to provide an integrated heat management system for a vehicle that can minimize power consumption for winter heating by using waste heat of engine or fuel cell cooling water.

The present invention is a first heat exchanger for heat-exchanging the first cooling water with outside air by using the first cooling water as a heat medium, a second heat exchanger for exchanging the second cooling water with outside air by using the second cooling water as the heat medium, and the first heat exchange A first cooling water line in which the engine part of the tiled vehicle is arranged, the first cooling water circulates, a second heat exchanger, a second cooling water line in which electric components and heating parts of the vehicle are arranged, and the second cooling water circulates; A connection line connecting the first cooling water line and the second cooling water line, and provided at a point where each of the first cooling water line and the second cooling water line meets the connection line, the first cooling water and the second cooling water The switching valve for switching the flow of the water, and controlling the switching valve according to the summer cooling mode and the winter cooling-up mode, separating or integrating the first cooling water line and the second cooling water line to An engine unit, a control unit for managing the heat of the electric component and the heating component, and the electric component of the vehicle and the heating component are arranged in series on the second cooling water line, while the water cooling heat exchanger is the electric field of the vehicle. A first bypass arranged in parallel with the parts and branching from the inlet end side of the heating element in the second cooling water line, joining to the outlet end side of the heating element in the second cooling water line, and bypassing the heating element A first bypass line is provided at a portion where the second cooling water line and the first bypass line are branched to selectively switch the flow of the second cooling water to the second cooling water line or the first bypass line. It provides an integrated thermal management system for a vehicle further comprising a pass valve.

Here, the first coolant line is provided at a portion where the second bypass line bypasses the first heat exchanger and the first coolant line and the second bypass line, and flows the first coolant. Further comprising a second bypass valve to selectively switch to the first cooling water line or the second bypass line.

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Furthermore, the vehicle includes a heat pump system that performs air conditioning and heating of the vehicle using an air conditioning system, but includes a water cooling heat exchanger that exchanges refrigerant and cooling water with each other, and the water cooling heat exchanger is connected to the second cooling water line. , It is preferable that the second cooling water and the refrigerant circulating in the heat pump system exchange heat with each other.

Here, the switch valve is provided at a portion where the first coolant line and the connection line meet, and the first valve converts the flow of the first coolant into the first coolant line or the connection line, and the second It is provided at the portion where the cooling water line and the connection line meet, and includes a second valve that converts the flow of the second cooling water into the second cooling water line or the connection line, wherein the first valve and the second valve , It is preferably made of a 3-way valve.

In addition, the engine unit may be operated using any one selected from a fuel cell, a motor, gasoline, and diesel as an energy source.

Meanwhile, in the cooling mode, the control unit may control the switching valve so that the connection line is closed, so that the first cooling line and the second cooling line are respectively separated.

In addition, in the case of the shock-up mode, the control unit controls the switching valve so that the connection line is opened, so that the first cooling line and the second cooling line are integrally connected to the heat generated by the engine unit. It can be supplied to the second cooling water line.

The vehicle thermal management integrated system according to the present invention provides the following effects.

First, by integrating each individual cooling system that was previously individually cooled, it is possible to minimize the number of heat exchangers required, thereby making it possible to advantageously construct a vehicle package and design a structure for efficiently delivering the maximum performance of the vehicle.

Second, it is possible to perform effective heat management for parts that require heat management in winter as well as cooling of the vehicle.

Third, since the waste heat of the engine or fuel cell cooling water is used, it is possible to minimize power consumption for heating in winter and to improve the overall efficiency of the vehicle.

1 is a configuration diagram schematically showing the configuration of an integrated thermal management system for a vehicle according to an embodiment of the present invention.
FIG. 2 is a block diagram showing a control flow of a control unit in the integrated heat management system for a vehicle of FIG. 1.
FIG. 3 is a view showing cooling water flow in a cooling mode in summer of the integrated heat management system of FIG. 1.
FIG. 4 is a view showing the flow of cooling water in the winter warm-up mode of the integrated heat management system of FIG. 1.
FIG. 5 is a view showing cooling water flow in the cooling mode in winter of the integrated heat management system of FIG. 1.
6 is a view showing another embodiment of the integrated thermal management system of FIG. 1.
7 is a view showing another embodiment in which the electric components and the heating components of the vehicle are arranged in parallel in the integrated thermal management system of FIG. 1.
8 is a view showing a case in which an auxiliary heater is added to the air conditioning system of the vehicle of FIG. 1.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

First, referring to Figure 1, the vehicle thermal management integrated system according to a preferred embodiment of the present invention (510; hereinafter referred to as the 'heat management integrated system'), the first heat exchanger 110, the second heat exchanger 120, It includes a first cooling water line 210, a second cooling water line 220, a connection line 230, a switching valve 300 and a control unit 400.

The first heat exchanger 110 is disposed on the first cooling water line 210 and serves to exchange heat with the first cooling water flowing along the first cooling water line 210 to outside air.

The second heat exchanger 120 is disposed on the second cooling water line 220 and serves to heat-exchange the second cooling water flowing along the second cooling water line 220 to outside air.

Here, the first heat exchanger 110 and the second heat exchanger 120 is preferably located in the FEM portion of the vehicle to facilitate heat exchange with the outside air. On the other hand, in the drawing, the first heat exchanger 110 and the second heat exchanger 120 are located adjacent to each other, but this is a preferred embodiment in consideration of the layout design of the vehicle engine room, and its installation position can be variously changed. Yes, of course.

The first cooling water line 210 has a closed loop structure in which the first cooling water circulates, the first heat exchanger 110 and the engine part 100 of the vehicle are arranged, and the first cooling water circulates. The first water pump 211 is provided to do so.

Here, the engine unit 100 is preferably an engine unit that is applied to a fuel cell vehicle or a hybrid vehicle that requires more heat management by operating a fuel cell or a motor as an energy source, but in some cases gasoline or diesel as an energy source. The engine part applied to a gasoline vehicle or a diesel vehicle or a biodiesel vehicle may be applied.

The second cooling water line 220, the second heat exchanger 120 and the vehicle's electrical components 141 and the heating components 142 are arranged, the second water pump 221 to circulate the second cooling water Is equipped.

Here, the electric component 141 and the heating component 142 of the vehicle are well-known electric components including a battery of an electric vehicle requiring thermal management, and heating components including PE components, and detailed description thereof will be omitted. Shall be

Furthermore, the vehicle may adopt a heat pump system 140 that performs heating and cooling of the vehicle using an air conditioning system, and the heat pump system 140 may include a water cooling heat exchanger 130 that exchanges refrigerant and cooling water with each other. ).

Here, since the heat pump system 140 and the water-cooled heat exchanger 130 are substantially similar to the known heat pump system and the coolant refrigerant heat exchanger provided in the heat pump system, the detailed description will be omitted. An example of the technology of the heat pump system 140 has been disclosed in the Republic of Korea Registered Utility No. 20-0263212 'heat pump type car air conditioning device'.

On the other hand, when the heat pump system 140 is introduced, the heat management integrated system 510, by disposing a water cooling heat exchanger 130 on the second cooling water line 220, in the water cooling heat exchanger 130 The second cooling water and the refrigerant circulating in the heat pump system 140 may exchange heat with each other.

The second cooling water line 220 includes a first bypass line 241 and a first bypass valve 341. The first bypass line 241 has both ends connected to the second cooling water line 220 on the inlet and outlet sides of the heating component 142 so that the second cooling water bypasses the heating component 142. do.

The first bypass valve 341 is provided at a portion where the second cooling water line 220 and the first bypass line 241 meet, and according to a signal from the control unit 400, the second cooling water It serves to switch the flow to flow to the second cooling water line 220 or the first bypass line 241.

The connection line 230 is connected so that the first cooling water line 210 and the second cooling water line 220 are integrated with each other, so that the waste heat of the engine unit 100 is transferred to the second cooling water line 220. Supply. On the other hand, in the drawing, the connection line 230 is composed of a pair, one end is respectively connected to the inlet and outlet side of the first heat exchanger 110 of the first cooling water line 210, the other end is the first 2 are respectively connected to the inlet and outlet sides of the second heat exchanger 120 of the cooling water line 220, so that cooling water bypasses the first heat exchanger 110 and the second heat exchanger 120 during heating. It is done. However, this is a preferred embodiment, the connection line 230, if the first cooling water line 210 and the second cooling water line 220 can be integrated to achieve the above object, it can be connected at various locations. Of course, the number can also be applied in various ways.

The switching valve 300 is provided at a point where each of the first cooling water line 210 and the second cooling water line 220 and the connection line 230 meet, according to the signal of the control unit 400 It serves to switch the flow of the first cooling water and the second cooling water.

In detail, the switching valve 300 includes a first valve 310 and a second valve 320. The first valve 310 is provided at a portion where the first coolant line 210 and the connection line 230 meet, so that the flow of the first coolant is the first coolant line 210 or the connection line. It serves to convert to (230).

The second valve 320 is provided at a portion where the second cooling water line 220 and the connection line 230 meet, so that the flow of the second cooling water is the second cooling water line 220 or the connection line. It serves to convert to (230).

The first valve 310 and the second valve 320 is preferably an upper valve (3-way valve), but various configurations are applicable if the above object can be achieved. A valve that can also control the flow rate can be applied.

On the other hand, reference numeral 1 is a vehicle air conditioning device, 10 is an air conditioning case, 20 and 30 denote an evaporator and a heater provided in the air conditioning case 10.

Referring to FIG. 2, the control unit 400 controls the first valve 310 and the second valve 320 to control the first cooling water line 210 according to a summer cooling mode and a winter warm-up mode. The second cooling water line 220 is separated or integrated, and the first bypass valve 341 and the second bypass valve 342 are controlled to control the engine part 100 and the electric component 141. And heat of the heating component 142. Meanwhile, in addition to the above-described configuration, the control unit 400 also controls the heat pump system 140, the first water pump 211, and the second water pump 221, so that efficient heat management of the vehicle can be achieved. You can.

Hereinafter, the flow of cooling water in the cooling mode and the wake-up mode and the control flow of the control unit 400 will be described with reference to FIGS. 3 to 5. First, prior to this, the first cooling water line 210 has the engine unit 100 disposed therein, so that the first cooling water having a relatively higher temperature than the second cooling water flows, and thus the electric component 141 and the heating component ( The second cooling water line 220 where 142) is disposed has a relatively low temperature of the second cooling water flowing relative to the first cooling water, and the first cooling water has a higher heat source compared to the second cooling water. .

Accordingly, referring to FIG. 3, in the summer cooling mode, which requires a lot of cooling performance, the control unit 400 controls the first valve 310 and the second valve 320 so that the connection line 230 is closed. By controlling, the first cooling water line 210 and the second cooling water line 220 are configured as separate cooling loops.

That is, in the cooling mode in which cooling is required in the summer, the control unit 400 cools the first heat exchanger 110 with the engine unit 100, and the heating components 142 including the remaining PE components, The electric component 141 including the battery is cooled to the second heat exchanger 120.

Therefore, in the summer cooling mode, the heat management integrated system 510 allows the second coolant at low temperature to circulate through the heating parts 141, the electric parts 142, and the water cooling heat exchanger 130 of the vehicle, and the high temperature first Cooling water is circulated through the engine unit 100 to perform optimal thermal management to efficiently cool each component. The condensing for heating parts 141 and A / C of the vehicle is cooled by the second heat exchanger 120.

On the other hand, referring to FIG. 4, in the case of a winter-up mode in which cooling is not required, the control unit 400 controls the first valve 310 and the second valve 320 to open the connection line 230. By controlling, the first coolant line 210 and the second coolant line 220 are integrated.

Then, the thermal management integrated system 510, the first cooling water line 210 and the second cooling water line 220 are integrated in the winter warm-up mode, so that the engine unit of the first cooling water line 210 ( By supplying the waste heat of 100) to the second cooling water line 220, it is possible to improve efficiency such as warm-up of the electric components 141 and the heating components 142, and heat to improve the COP of heating performance in the vehicle interior. Can supply.

On the other hand, Figure 5 is a diagram showing the flow of cooling water in the cooling mode in the winter, referring to the drawing, the heat management integrated system 510 is the first valve 310 is opened in both directions and the waste heat of the engine unit 100 By supplying to the second cooling water line 220, as well as performing heat exchange in the first heat exchanger 110, the temperature of the cooling water can be kept constant while simultaneously heating and cooling.

As described above, the thermal management integrated system 510, in the cooling mode, separates the first cooling water line 210 and the second cooling water line 220 into separate cooling loops, and the engine unit 100. In addition, the cooling of the electric components 141 and the heating components 142 is efficiently performed, and in the wake-up mode, the first cooling water line 210 and the second cooling water line 220 are integrated to form the engine unit ( By supplying the waste heat of 100) to the second cooling water line 220, it is possible to improve the overall efficiency of the vehicle by using the heat-up application of the heating component 142 and the electric component 141 as an indoor heating heat source.

6 is a view showing another embodiment of the thermal management integrated system 520, hereinafter will be described with a focus on the part that contrasts with the above-described configuration.

Referring to the drawings, the thermal management integrated system 520 forms a second bypass line 242 in the first cooling water line 210, and a second bypass valve in the second bypass line 242 ( 342).

The second bypass line 242, one end and the other end are respectively connected to the inlet and outlet side of the engine unit 100, the first coolant bypasses the first heat exchanger 110, the The first cooling water is circulated only to the engine unit 100.

That is, the second bypass line 242 is used when it is necessary to turn up the engine unit 100 in summer or winter, or to increase the temperature to a certain temperature. 2 By switching the bypass valve 342, it is possible to perform heat exchange in the first heat exchanger (110).

The second bypass valve 342 is provided at a portion where the first cooling water line 210 and the second bypass line 242 meet, and according to a signal from the control unit 400, the first cooling water The flow is selectively switched to the first coolant line 210 or the second bypass line 242.

According to the above, the thermal management integrated system 520 is provided with the second bypass line 242 and the second bypass valve 342, to enable the initial power-up of the engine unit 100. It can improve the efficiency and can perform optimal thermal management.

On the other hand, the heat management integrated system (510,520,530), on the second cooling water line 220, the electric vehicle parts 141 of the vehicle, the heating parts 142, the water cooling heat exchanger 130 to vary the arrangement You can.

First, as shown in FIG. 1, the heat management integrated systems 510 and 520 are arranged in series on the second cooling water line 220 and the water cooling heat of the vehicle electrical components 141 and the heating components 142. The exchanger 130 may be arranged in parallel with the electric component 141 of the vehicle.

On the contrary, referring to FIG. 7, the heat management integrated system 530 arranges the electric components 141 and the heating components 142 of the vehicle in parallel on the second cooling water line 220, and The water-cooled heat exchanger 130 can also be arranged in parallel with the vehicle's electronic components 141, so that the vehicle's electronic components 141, the heating components 142, and the water-cooled heat exchangers 130 can be placed in parallel. have.

In this case, the heat management integrated system 530 may equally perform the cooling of the above-described electric components 141, the heating components 142, and the water-cooled heat exchanger 130, and compare the heat with respect to FIG. Not only can the cooling of the component 142 be performed more effectively, but also the thermal management by controlling the flow rate of the first cooling water sent to the electric component 141, the heating component 142, and the water cooling heat exchanger 130 It can be done efficiently.

Referring to FIG. 8, the heat management integrated system 540 further includes an auxiliary heater 32 behind the heater in the air conditioning case 10 in the vehicle air conditioning system. The auxiliary heater 32 may use an electric heater or a PTC heater using a PTC element, but is not limited thereto.

As described above, the vehicle integrated heat management systems 510, 520, 530, and 540 respectively manage or integrate the first cooling water line 210 and the second cooling water line 220 individually in correspondence with the cooling mode and the wake-up mode, respectively. Since it is possible to minimize the number of heat exchangers required, it is possible to advantageously construct a vehicle package and structure design for efficiently delivering the maximum performance of the vehicle. Can improve overall efficiency and minimize power consumption for winter heating.

Although the present invention has been described with reference to the embodiments shown in the drawings, these are merely exemplary, and those skilled in the art will understand that various modifications and equivalent other embodiments are possible therefrom. Therefore, the true technical protection scope of the present invention should be determined by the technical spirit of the appended claims.

1 ... Air conditioning system for vehicles 10 ... Air-conditioning case
20 ... Evaporator 30 ... Heater
32 ... Auxiliary heater 100 ... Engine part
110 ... 1st heat exchanger 120 ... 2nd heat exchanger
130 ... Water-cooled heat exchanger 140 ... Heat pump system
141 ... electrical components 142 ... heating components
210 ... 1st cooling water line 211,221 ... 1st and 2nd water pump
220 ... 2nd cooling water line 230 ... Connection line
241,242 ... First and second bypass line 300 ... Switch valve
310,320 ... 1st and 2nd valve 341,342 ... 1st and 2nd bypass valve
400 ... control
510,520,530,540 ... Integrated thermal management system for vehicles

Claims (10)

A first heat exchanger for heat-exchanging the first cooling water with outside air by using the first cooling water as a heat medium;
A second heat exchanger that exchanges the second cooling water with outside air by using the second cooling water as a heat medium;
A first coolant line in which the first heat exchanger and the engine part of the vehicle are arranged, and the first coolant circulates;
A second coolant line in which the second heat exchanger and the vehicle's electric components and heat generating parts are arranged, and the second coolant circulates;
A connection line connecting the first cooling water line and the second cooling water line;
A switching valve provided at a point where each of the first cooling water line and the second cooling water line meets the connection line to switch the flow of the first cooling water and the second cooling water; And
Control unit for controlling the heat of the engine unit, the electric components, and the heating component by separating or integrating the first cooling water line and the second cooling water line by controlling the switching valve according to the cooling mode in summer and the wake-up mode in winter Including,
The electric component of the vehicle and the heating component are arranged in series on the second cooling water line, while the water cooling heat exchanger is placed in parallel with the electric component of the vehicle,
A first bypass line for branching from the inlet end side of the heating element in the second cooling water line, joining to the outlet end side of the heating element in the second cooling water line, and bypassing the heating element;
A first bypass valve is provided at a portion where the second cooling water line and the first bypass line branch, to selectively switch the flow of the second cooling water to the second cooling water line or the first bypass line. An integrated thermal management system for vehicles further comprising. The method according to claim 1,
The first cooling water line,
A second bypass line bypassing the first heat exchanger,
A second bypass valve is provided at a portion where the first coolant line and the second bypass line meet, to selectively switch the flow of the first coolant to the first coolant line or the second bypass line. Including vehicle integrated thermal management system. delete delete The method according to claim 1,
The vehicle includes a heat pump system that performs air conditioning and heating of the vehicle using an air conditioning system, but includes a water cooling heat exchanger that exchanges refrigerant and cooling water with each other.
The water cooling heat exchanger,
An integrated heat management system for a vehicle that is connected to the second cooling water line so that the second cooling water and the refrigerant circulating in the heat pump system exchange heat with each other. The method according to claim 1,
The switching valve,
A first valve provided at a portion where the first coolant line and the connection line meet, to convert the flow of the first coolant into the first coolant line or the connection line;
An integrated heat management system for a vehicle including a second valve provided at a portion where the second cooling water line and the connection line meet to convert the flow of the second cooling water into the second cooling water line or the connection line. The method according to claim 6,
The first valve and the second valve,
An integrated thermal management system for vehicles consisting of a three-way valve. The method according to claim 1,
The engine unit,
An integrated thermal management system for vehicles driven by using any one of fuel cells, motors, gasoline, and diesel as an energy source. The method according to claim 1,
The control unit,
In the cooling mode,
An integrated heat management system for a vehicle that controls the switching valve so that the connection line is closed, so that the first cooling water line and the second cooling water line are separated from each other. The method according to claim 1,
The control unit,
In the above-up mode,
An integrated heat management system for a vehicle that controls the switching valve so that the connection line is opened, so that the first cooling water line and the second cooling water line are integrally connected to supply heat generated by the engine to the second cooling water line.

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