KR102140658B1 - Battery temperature management system for electric vehicle - Google Patents

Battery temperature management system for electric vehicle Download PDF

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KR102140658B1
KR102140658B1 KR1020190170808A KR20190170808A KR102140658B1 KR 102140658 B1 KR102140658 B1 KR 102140658B1 KR 1020190170808 A KR1020190170808 A KR 1020190170808A KR 20190170808 A KR20190170808 A KR 20190170808A KR 102140658 B1 KR102140658 B1 KR 102140658B1
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South Korea
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battery
outlet
inlet
cooling water
electric vehicle
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KR1020190170808A
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Korean (ko)
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조형근
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주식회사 코렌스
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y02T10/7005—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Abstract

According to the present invention, a system for managing a temperature of a battery for an electric vehicle comprises: a four-way valve having first and second inflow units and first and second outflow units wherein the first inflow unit selectively communicates with any one of the first and second outflow units, and the second inflow unit selectively communicates with the other one of the first and second outflow units; a battery supplying power for driving an electric vehicle; a chiller cooling a battery by using a coolant; a reservoir tank supplying the coolant to the chiller; a radiator cooling the heated coolant; a motor module generating a driving force of the electric vehicle; a cabin heater heating the inside of the electric vehicle; a first flow path supplying the coolant discharged through the first outflow unit to the reservoir tank; a second flow path returning the coolant passing through the battery to the second inflow unit; a third flow path supplying the coolant discharged through the second outflow unit to the radiator; a fourth flow path providing the motor module and the cabin heater with the coolant cooled by passing through the radiator; and a fifth flow path returning the coolant passing through the motor module and the cabin heater to the first inflow unit. Accordingly, the battery can be pre-heated without a separate battery-dedicated heater.

Description

전기차용 배터리 온도관리 시스템 {Battery temperature management system for electric vehicle}Battery temperature management system for electric vehicle

본 발명은 전기차에 적용되는 배터리의 온도를 관리하기 위한 시스템에 관한 것으로, 더 상세하게는 별도의 히터 없이 배터리를 예열시킬 수 있도록 구성되는 전기차용 배터리 온도관리 시스템에 관한 것이다.The present invention relates to a system for managing the temperature of a battery applied to an electric vehicle, and more particularly, to a battery temperature management system for an electric vehicle configured to preheat the battery without a separate heater.

최근 환경친화적 기술의 구현 및 에너지 고갈 등의 문제해결을 사회적 이슈로 대두되고 있는 것이 전기 자동차이다. 전기 자동차는 배터리로부터 전기를 공급받아 동력을 출력하는 모터를 이용하여 작동하고, 따라서 이산화탄소의 배출이 없고, 소음이 아주 작으며, 모터의 에너지효율은 엔진의 에너지효율보다 높은 장점이 있어 친환경 자동차로 각광받고 있다.Electric vehicles are emerging as social issues in recent years to implement environmentally friendly technologies and solve problems such as energy depletion. Electric vehicles operate using a motor that receives power from a battery and outputs power, so there is no emission of carbon dioxide, noise is very small, and the energy efficiency of the motor is higher than that of the engine, making it an eco-friendly vehicle Be in the spotlight.

이런 전기 자동차를 구현함에 있어 핵심기술은 배터리 모듈과 관련한 기술이며, 최근 배터리의 경량, 소형화, 짧은 충전시간 등에 대한 연구가 활발히 이루어 지고 있다. 배터리 모듈은 최적의 온도환경에서 사용하여야 최적의 성능과 긴 수명을 유지할 수 있다. 그러나 구동 중 발생하는 열과 외부의 온도변화에 의해 최적의 온도환경에서 사용하기 어렵다.The core technology in implementing such an electric vehicle is a technology related to a battery module, and recently, studies on light weight, small size, and short charging time of the battery have been actively conducted. The battery module must be used in an optimal temperature environment to maintain optimal performance and long life. However, it is difficult to use in an optimal temperature environment due to heat generated during operation and external temperature changes.

배터리 모듈의 최적의 온도환경 유지를 위해 종래에는, 배터리 모듈 온도조절을 위한 냉난방 시스템을 차량 실내 공조를 위한 냉난방 시스템과는 별도로 운용하는 기술을 채택하고 있다. 즉, 독립된 2개의 냉난방 시스템을 구축하여 하나는 실내 냉난방에 사용하고, 다른 하나는 배터리 모듈 온도조절을 위한 용도로 활용하고 있는 것이다.In order to maintain the optimal temperature environment of the battery module, conventionally, a technology of operating a heating and cooling system for controlling the temperature of the battery module separately from the heating and cooling system for air conditioning of the vehicle has been adopted. In other words, two independent heating and cooling systems are built to use one for indoor heating and cooling, and the other is used to control the temperature of the battery module.

이처럼 두 개의 냉난방 시스템을 독립적으로 운영하는 것은 배터리 모듈이 최적의 성능 발휘를 위한 온도환경을 용이하게 구현할 수 있다는 측면에서 이점이 있다. 그러나 차량의 전체적인 전력 소비율이 현저히 커져 전체적으로 에너지 효율이 크게 떨어지고, 이 때문에 1회 충전으로 주행할 수 있는 거리가 크게 줄어드는 단점이 있다.Operating two heating and cooling systems independently has an advantage in that the battery module can easily implement a temperature environment for optimal performance. However, the overall power consumption rate of the vehicle is significantly increased, and thus the energy efficiency of the vehicle is greatly reduced. Therefore, the distance that can be driven by a single charge is greatly reduced.

또한, 배터리 모듈의 예열을 위해 별도의 히터를 추가로 설치하는 경우, 전기차의 내부 구성이 복잡해지고, 전기차의 제조원가가 증가할 뿐만 아니라, 유지비용이 증가하게 된다는 문제점도 발생하게 된다.In addition, when a separate heater is additionally installed for preheating the battery module, the internal configuration of the electric vehicle becomes complicated, the manufacturing cost of the electric vehicle increases, and the maintenance cost increases.

KR 10-2011-0117598 A1KR 10-2011-0117598 A1

본 발명은 상기와 같은 문제점을 해결하기 위하여 제안된 것으로, 별도의 배터리 전용 히터 없이 배터리를 예열시킬 수 있고, 모터모듈에서 발생되는 열과 차량용 캐빈히터의 열을 배터리로 전달할 수 있는 전기차용 배터리 온도관리 시스템을 제공하는데 목적이 있다.The present invention has been proposed to solve the above problems, the battery temperature management for an electric vehicle that can preheat the battery without a separate battery-only heater, and transfer heat generated from the motor module and heat of the vehicle cabin heater to the battery. The purpose is to provide a system.

상기와 같은 목적을 달성하기 위한 본 발명에 의한 전기차용 배터리 온도관리 시스템은, 제1 유입부와 제2 유입부와 제1 유출부와 제2 유출부를 구비하되, 상기 제1 유입부가 상기 제1 유출부와 제2 유출부 중 어느 하나에 선택적으로 연통되고 상기 제2 유입부가 상기 제1 유출부와 제2 유출부 중 다른 하나에 선택적으로 연통되는 사방밸브; 전기차 구동을 위한 전력을 공급하는 배터리; 냉각수를 이용하여 상기 배터리를 냉각시키는 칠러; 냉각수를 상기 칠러로 공급하는 리저버탱크; 가열된 냉각수를 냉각시키는 라디에이터; 전기차의 구동력을 발생시키는 모터모듈; 전기차의 실내를 가열시키는 캐빈히터; 상기 제1 유출부로 유출된 냉각수를 상기 리저버탱크로 공급하는 제1 유로; 상기 배터리를 지난 냉각수를 제2 유입부로 회송시키는 제2 유로; 상기 제2 유출부로 유출된 냉각수를 상기 라디에이터로 공급하는 제3 유로; 상기 라디에이터를 거치면서 냉각된 냉각수를 상기 모터모듈 및 캐빈히터로 제공하는 제4 유로; 상기 모터모듈 및 캐빈히터를 지난 냉각수를 상기 제1 유입부로 회송시키는 제5 유로;를 포함한다.The battery temperature management system for an electric vehicle according to the present invention for achieving the above object includes a first inlet, a second inlet, a first outlet, and a second outlet, the first inlet being the first A four-way valve selectively communicating with any one of the outlet and the second outlet, and the second inlet being selectively communicating with the other of the first outlet and the second outlet; A battery that supplies electric power for driving an electric vehicle; A chiller for cooling the battery using cooling water; A reservoir tank that supplies cooling water to the chiller; A radiator for cooling the heated cooling water; A motor module generating a driving force of the electric vehicle; A cabin heater that heats the interior of the electric vehicle; A first flow path for supplying cooling water flowing out to the first outlet to the reservoir tank; A second flow path for returning cooling water past the battery to a second inlet; A third flow path for supplying cooling water flowing out to the second outlet portion to the radiator; A fourth flow path providing cooling water cooled through the radiator to the motor module and the cabin heater; It includes; a fifth flow path for returning the cooling water passing through the motor module and the cabin heater to the first inlet.

상기 배터리를 예열하는 히팅모드 시, 상기 칠러는 동작이 오프(Off)되고, 상기 사방밸브는 상기 제1 유입부와 제1 유출부가 연통되고 상기 제2 유입부와 제2 유출부가 연통되도록 작동되어, 상기 모터모듈 및 캐빈히터를 지난 냉각수가 상기 사방밸브를 거쳐 상기 배터리로 전달되도록 구성된다.In the heating mode of preheating the battery, the chiller is turned off, and the four-way valve is operated to communicate with the first inlet and the first outlet and the second inlet and the second outlet. , Cooling water passing through the motor module and the cabin heater is configured to be delivered to the battery through the four-way valve.

상기 배터리를 냉각시키는 쿨링모드 시, 상기 칠러는 동작이 온(On)되고, 상기 사방밸브는 상기 제1 유입부와 제2 유출부가 연통되고 상기 제2 유입부와 제1 유출부가 연통되도록 작동되어, 상기 배터리를 냉각시킨 냉각수가 상기 사방밸브를 거쳐 상기 리저버탱크로 회수되도록 구성된다.In the cooling mode of cooling the battery, the chiller is turned on, and the four-way valve is operated to communicate with the first inlet and the second outlet and the second inlet and the first outlet. , It is configured to recover the cooling water that cools the battery through the four-way valve to the reservoir tank.

상기 캐빈히터는 동작이 오프(Off)되고, 상기 모터모듈 및 상기 캐빈히터를 지난 냉각수가 상기 사방밸브를 거쳐 라디에이터로 회수되도록 구성된다.The operation of the cabin heater is turned off, and the coolant passing through the motor module and the cabin heater is configured to be recovered by the radiator through the four-way valve.

차량의 실내를 가열하는 히터코어를 더 포함하고, 차량의 실내를 가열하는 캐빈히팅모드 시, 상기 캐빈히터는 동작이 온(On)되고, 상기 캐빈히터를 지난 냉각수는 상기 히터코어로 전달되어 상기 히터코어를 예열하도록 구성된다.Further comprising a heater core for heating the interior of the vehicle, in the cabin heating mode for heating the interior of the vehicle, the cabin heater is turned on (On), the cooling water passing through the cabin heater is transferred to the heater core to the It is configured to preheat the heater core.

상기 제1 유입부에 설치되어 상기 제1 유입부로 유입된 냉각수를 상기 제1 유출부 또는 제2 유출부로 가압 이송시키는 제1 펌프와, 상기 제2 유입부에 설치되어 상기 제2 유입부로 유입된 냉각수를 상기 제1 유출부 또는 제2 유출부로 가압 이송시키는 제2 펌프를 더 포함한다.A first pump installed in the first inlet to pressurize and transfer the cooling water flowing into the first inlet to the first outlet or the second outlet, and installed in the second inlet and introduced into the second inlet. Further comprising a second pump for pressurizing the cooling water to the first outlet or the second outlet.

본 발명에 의한 전기차용 배터리 온도관리 시스템은, 모터모듈에서 발생되는 열과 차량용 캐빈히터의 열을 배터리로 전달할 수 있고, 별도의 배터리 전용 히터 없이 배터리를 예열시킬 수 있다는 장점이 있다.The battery temperature management system for an electric vehicle according to the present invention has the advantage of being capable of transferring heat generated from a motor module and heat of a vehicle cabin heater to a battery and preheating the battery without a separate battery-only heater.

도 1은 본 발명에 의한 전기차용 배터리 온도관리 시스템의 히팅모드 개략도이다.
도 2는 본 발명에 의한 전기차용 배터리 온도관리 시스템의 쿨링모드 개략도이다.
도 3은 본 발명에 의한 전기차용 배터리 온도관리 시스템 제2 실시예의 개략도이다.1 is a schematic diagram of a heating mode of a battery temperature management system for an electric vehicle according to the present invention.
2 is a schematic diagram of a cooling mode of a battery temperature management system for an electric vehicle according to the present invention.
3 is a schematic diagram of a second embodiment of a battery temperature management system for an electric vehicle according to the present invention.

이하 첨부된 도면을 참조하여 본 발명에 의한 전기차용 배터리 온도관리 시스템의 실시예를 상세히 설명한다.Hereinafter, embodiments of the battery temperature management system for an electric vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

도 1은 본 발명에 의한 전기차용 배터리 온도관리 시스템의 히팅모드 개략도이다.본 발명에 의한 전기차용 배터리 온도관리 시스템은 전기차에 장착되는 배터리(200)를 충전시키거나 사용할 때 상기 배터리(200)의 온도가 일정 범위 이내에서 유지되도록 상기 배터리(200)를 예열 또는 냉각시키는 장치로서, 배터리(200) 예열을 위한 별도의 히터 없이도 상기 배터리(200)를 예열시킬 수 있도록 구성된다는 점에 가장 큰 특징이 있다.1 is a schematic diagram of a heating mode of a battery temperature management system for an electric vehicle according to the present invention. The battery temperature management system for an electric vehicle according to the present invention is used to charge or use a battery 200 mounted in an electric vehicle when the battery 200 is charged or used. As a device for preheating or cooling the battery 200 so that the temperature is maintained within a predetermined range, the greatest feature is that it is configured to preheat the battery 200 without a separate heater for preheating the battery 200. have.

도 1에 도시된 바와 같이 본 발명에 의한 전기차용 배터리 온도관리 시스템은, 제1 유입부(110)와 제2 유입부(120)와 제1 유출부(130)와 제2 유출부(140)를 구비하는 사방밸브(100)와, 전기차 구동을 위한 전력을 공급하는 배터리(200)와, 냉각수를 이용하여 상기 배터리(200)를 냉각시키는 칠러(300)와, 냉각수를 상기 칠러(300)로 공급하는 리저버탱크(400)와, 가열된 냉각수를 냉각시키는 라디에이터(500)와, 전기차의 구동력을 발생시키는 모터모듈(600)과, 전기차의 실내를 가열시키는 캐빈히터(700)를 기본 구성요소로 구비한다. 상기 배터리(200)와 칠러(300)와 리저버탱크(400)와 라디에이터(500)와 모터모듈(600)과 캐빈히터(700)는 종래의 전기차에도 실질적으로 동일하게 적용되고 있는바, 이에 대한 상세한 설명은 생략한다.As shown in Figure 1, the battery temperature management system for an electric vehicle according to the present invention, the first inlet 110 and the second inlet 120, the first outlet 130 and the second outlet 140 A four-way valve 100 having a, a battery 200 for supplying electric power for driving an electric vehicle, a chiller 300 for cooling the battery 200 using cooling water, and cooling water to the chiller 300 As a basic component, the reservoir tank 400 supplied, the radiator 500 cooling the heated cooling water, the motor module 600 generating the driving force of the electric vehicle, and the cabin heater 700 heating the interior of the electric vehicle To be equipped. The battery 200, the chiller 300, the reservoir tank 400, the radiator 500, the motor module 600, and the cabin heater 700 are practically applied to the conventional electric vehicle. Description is omitted.

이때 본 발명에 의한 전기차용 배터리 온도관리 시스템은, 모터모듈(600)에서 발생한 열이나 캐빈히터(700)에서 발생되는 열을 이용하여 배터리(200)를 냉각시킬 수 있도록 구성된다는 점에 구성상의 특징이 있다. 즉, 상기 사방밸브(100)는 상기 제1 유입부(110)가 상기 제1 유출부(130)와 제2 유출부(140) 중 어느 하나에 선택적으로 연통되고 상기 제2 유입부(120)가 상기 제1 유출부(130)와 제2 유출부(140) 중 다른 하나에 선택적으로 연통되도록 작동되며, 상기 제1 유출부(130)로 유출된 냉각수를 상기 리저버탱크(400)로 공급하는 제1 유로(810)와, 상기 배터리(200)를 지난 냉각수를 제2 유입부(120)로 회송시키는 제2 유로(820)와, 상기 제2 유출부(140)로 유출된 냉각수를 상기 라디에이터(500)로 공급하는 제3 유로(830)와, 상기 라디에이터(500)를 거치면서 냉각된 냉각수를 상기 모터모듈(600) 및 캐빈히터(700)로 제공하는 제4 유로(840)와, 상기 모터모듈(600) 및 캐빈히터(700)를 지난 냉각수를 상기 제1 유입부(110)로 회송시키는 제5 유로(850)를 포함하여 구성된다.At this time, the battery temperature management system for an electric vehicle according to the present invention is configured to cool the battery 200 by using heat generated from the motor module 600 or heat generated from the cabin heater 700. There is this. That is, in the four-way valve 100, the first inlet 110 is selectively communicated to any one of the first outlet 130 and the second outlet 140 and the second inlet 120 Is operated to selectively communicate to the other of the first outlet portion 130 and the second outlet portion 140, and supplying the cooling water discharged to the first outlet portion 130 to the reservoir tank 400 The first flow path 810, the second flow path 820 for returning the cooling water passing through the battery 200 to the second inlet 120, and the cooling water discharged to the second outlet 140 are the radiators A third flow path (830) for supplying to (500), a fourth flow path (840) for providing cooling water cooled through the radiator (500) to the motor module (600) and cabin heater (700), and It is configured to include a fifth flow path 850 for returning the cooling water passing through the motor module 600 and the cabin heater 700 to the first inlet 110.

충전시와 같이 배터리(200)를 예열할 필요가 있는 경우 즉, 상기 배터리(200)를 예열하기 위한 히팅모드 시, 도 1에 도시된 바와 같이 상기 사방밸브(100)는 제1 유입부(110)와 제1 유출부(130)가 연통되고 제2 유입부(120)와 제2 유출부(140)가 연통되도록 작동된다. 따라서, 모터모듈(600) 및 캐빈히터(700)를 지나면서 가열된 냉각수는 리저버탱크(400)와 칠러(300)를 거쳐 배터리(200)로 공급됨으로써 상기 배터리(200)를 예열시킬 수 있게 된다. 이와 같이 본 발명에 의한 전기차용 배터리 온도관리 시스템은, 배터리(200) 예열을 위한 별도의 히터 없이도 배터리(200)를 예열시킬 수 있으므로, 전기차의 내부 구성이 단순해지고, 이에 따라 전기차의 제조원가가 절감된다는 장점이 있다. 또한, 본 발명에 의한 전기차용 배터리 온도관리 시스템은, 배터리(200) 예열을 위해 별도의 배터리 전용 히터를 구비하지 아니하면서도 전기차의 배터리 충전속도를 증가시킬 수 있고, 차량 유지비용을 절감시킬 수 있다는 장점도 있다.When it is necessary to preheat the battery 200 as during charging, that is, in a heating mode for preheating the battery 200, as shown in FIG. 1, the four-way valve 100 has a first inlet 110 ) And the first outlet 130 are in communication, and the second inlet 120 and the second outlet 140 are in communication. Therefore, the cooling water heated while passing through the motor module 600 and the cabin heater 700 is supplied to the battery 200 through the reservoir tank 400 and the chiller 300, so that the battery 200 can be preheated. . As described above, since the battery temperature management system for an electric vehicle according to the present invention can preheat the battery 200 without a separate heater for preheating the battery 200, the internal configuration of the electric vehicle is simplified, thereby reducing the manufacturing cost of the electric vehicle. It has the advantage of being. In addition, the battery temperature management system for an electric vehicle according to the present invention may increase the battery charging speed of the electric vehicle and reduce the vehicle maintenance cost without having a separate heater for exclusive use of the battery for preheating the battery 200. There are also advantages.

한편, 제1 유입부(110) 및 제2 유입부(120)로 유입된 냉각수가 보다 안정적으로 이송될 수 있도록 상기 사방밸브(100)에는 제1 펌프(150)와 제2 펌프(160)가 장착될 수 있다. 상기 제1 펌프(150)는 제1 유입부(110)에 설치되어 상기 제1 유입부(110)로 유입된 냉각수를 상기 제1 유출부(130) 또는 제2 유출부(140)로 가압 이송시키고, 상기 제2 펌프(160)는 제2 유입부(120)에 설치되어 상기 제2 유입부(120)로 유입된 냉각수를 상기 제1 유출부(130) 또는 제2 유출부(140)로 가압 이송시키도록 구성된다. 상기 제1 펌프(150)와 제2 펌프(160)는 사방밸브(100)와 별도로 설치되는 것이 아니라, 각각 제1 유입부(110)와 제2 유입부(120)에 설치되는바, 사방밸브(100)와 펌프 사이의 유로를 단순화시킬 수 있고, 사방밸브(100)와 펌프가 차지하던 설치공간을 최소화시킬 수 있다는 장점도 있다.Meanwhile, the first pump 150 and the second pump 160 are provided in the four-way valve 100 so that the cooling water flowing into the first inlet 110 and the second inlet 120 can be more stably transferred. Can be mounted. The first pump 150 is installed in the first inlet 110 to pressurize and transfer the cooling water flowing into the first inlet 110 to the first outlet 130 or the second outlet 140 And, the second pump 160 is installed in the second inlet 120, the cooling water flowing into the second inlet 120 to the first outlet 130 or the second outlet 140 It is configured to be pressurized. The first pump 150 and the second pump 160 are not installed separately from the four-way valve 100, but are installed in the first inlet 110 and the second inlet 120, respectively. It is also possible to simplify the flow path between the (100) and the pump, and also has the advantage of minimizing the installation space occupied by the four-way valve 100 and the pump.

한편, 도 1에 도시된 바와 같이 배터리(200)를 예열시키는 히팅모드인 경우, 상기 배터리(200)를 냉각시키기 위한 칠러(300)는 동작이 오프(Off)된다. 따라서 모터모듈(600)과 캐빈히터(700)를 지나면서 가열된 냉각수는 체1 유출부를 통해 배터리(200)로 전달될 때 칠러(300)를 거치더라도 냉각되지 아니하므로, 상기 배터리(200)는 효과적으로 예열될 수 있게 된다.Meanwhile, as shown in FIG. 1, in the heating mode for preheating the battery 200, the chiller 300 for cooling the battery 200 is turned off. Therefore, since the cooling water heated while passing through the motor module 600 and the cabin heater 700 is not cooled even though it passes through the chiller 300 when it is transferred to the battery 200 through the sieve 1 outlet, the battery 200 is It can be preheated effectively.

도 2는 본 발명에 의한 전기차용 배터리 온도관리 시스템의 쿨링모드 개략도이다.2 is a schematic diagram of a cooling mode of a battery temperature management system for an electric vehicle according to the present invention.

전기차가 장시간 주행하여 배터리(200)의 전력소비가 많아지면 상기 배터리(200)는 고온으로 가열되는데, 상기 배터리(200)가 기준치 이상으로 가열되면 배터리(200)의 충전 성능이 감소할 뿐만 아니라 폭발의 우려가 있다는 문제점이 있다. 따라서 본 발명에 의한 전기차용 배터리 온도관리 시스템은 상기 배터리(200)가 과열되었을 때 배터리(200)를 냉각시키는 쿨링모드를 가질 수 있다.When the electric vehicle is driven for a long time and the power consumption of the battery 200 increases, the battery 200 is heated to a high temperature. When the battery 200 is heated above a reference value, the charging performance of the battery 200 decreases as well as the explosion. There is a problem that there is a concern. Accordingly, the battery temperature management system for an electric vehicle according to the present invention may have a cooling mode for cooling the battery 200 when the battery 200 is overheated.

본 발명에 의한 전기차용 배터리 온도관리 시스템이 쿨링모드가 되었을 때, 배터리(200)를 냉각시키는 칠러(300)는 동작이 온(On)되고, 상기 사방밸브(100)는 칠러(300)에 의해 냉각된 후 배터리(200)를 냉각시킨 냉각수가 다시 칠러(300)로 유입될 수 있도록 작동된다. 즉, 쿨링모드 시 상기 사방밸브(100)는 상기 제1 유입부(110)와 제2 유출부(140)가 연통되고 상기 제2 유입부(120)와 제1 유출부(130)가 연통되도록 작동된다.When the battery temperature management system for an electric vehicle according to the present invention is in a cooling mode, the chiller 300 cooling the battery 200 is turned on, and the four-way valve 100 is provided by the chiller 300. After cooling, the cooling water that cools the battery 200 is operated to flow into the chiller 300 again. That is, in the cooling mode, in the four-way valve 100, the first inlet part 110 and the second outlet part 140 communicate with each other and the second inlet part 120 and the first outlet part 130 communicate with each other. It works.

이와 같이 제2 유입부(120)가 제1 유출부(130)와 연통되도록 구성되면, 도 2에 도시된 바와 같이 칠러(300)에 의해 냉각된 후 상기 배터리(200)를 냉각시킨 냉각수는 상기 사방밸브(100)의 제2 유입부(120) 및 제1 유출부(130)를 거쳐 상기 리저버탱크(400)로 회수된다. 따라서 상기 리저버탱크(400)로 회수된 냉각수는 모터모듈(600)이나 캐빈히터(700) 등을 거치지 아니한 상태(높은 온도로 가열되지 아니한 상태)로 칠러(300)로 공급되는바, 보다 빠르게 저온으로 냉각될 수 있다는 장점이 있다. 즉, 배터리(200)를 냉각시키는데 사용된 냉각수가 리저버탱크(400)를 통해 칠러(300)로 곧바로 회수되면 냉각수를 냉각시키는데 소요되는 전력을 줄일 수 있으므로, 배터리(200) 냉각에 사용되는 비용을 절감시킬 수 있다는 장점이 있다.When the second inlet 120 is configured to communicate with the first outlet 130 as described above, the cooling water cooled by the chiller 300 as shown in FIG. 2 and cooling the battery 200 is the It is recovered through the second inlet 120 and the first outlet 130 of the four-way valve 100 to the reservoir tank 400. Therefore, the cooling water recovered by the reservoir tank 400 is supplied to the chiller 300 in a state that does not go through the motor module 600 or the cabin heater 700 (which is not heated to a high temperature), and is faster and lower temperature. It has the advantage that it can be cooled. That is, when the coolant used to cool the battery 200 is directly recovered to the chiller 300 through the reservoir tank 400, power required to cool the coolant can be reduced, thereby reducing the cost used to cool the battery 200. It has the advantage of saving.

또한, 냉각수를 냉각시키는 칠러(300) 역시 배터리(200)의 전력에 의해 작동되는데, 상기 언급한 바와 같이 칠러(300)의 냉각효율이 높게 유지되면 그만큼 배터리(200)의 사용시간이 길어지고, 이에 따라 전기차의 주행거리가 증가하게 된다는 장점이 있다. 이때 배터리(200)를 냉각시키는 쿨링모드의 경우, 상기 캐빈히터(700)는 동작이 오프(Off)됨이 바람직하다.In addition, the chiller 300 for cooling the cooling water is also operated by the power of the battery 200. As mentioned above, when the cooling efficiency of the chiller 300 is maintained high, the use time of the battery 200 becomes longer, Accordingly, there is an advantage that the driving distance of the electric vehicle increases. In this case, in the cooling mode of cooling the battery 200, the operation of the cabin heater 700 is preferably off.

또한, 모터모듈(600) 및 캐빈히터(700)를 지난 냉각수는 고온으로 가열되어 있는 상태이므로, 상기 모터모듈(600) 및 상기 캐빈히터(700)를 지난 냉각수가 칠러(300) 측으로 공급되면 칠러(300)의 냉각수 냉각효율이 현저히 떨어지게 된다. 따라서 배터리(200) 쿨링모드 시 상기 모터모듈(600) 및 상기 캐빈히터(700)를 지난 냉각수는 상기 사방밸브(100)의 제1 유입부(110) 및 제2 유출부(140)를 거쳐 라디에이터(500)로 회수됨이 바람직하다. In addition, since the coolant passing through the motor module 600 and the cabin heater 700 is heated to a high temperature, when the coolant passing through the motor module 600 and the cabin heater 700 is supplied to the chiller 300, the chiller Cooling efficiency of the cooling water of 300 is significantly reduced. Therefore, in the cooling mode of the battery 200, the cooling water that has passed through the motor module 600 and the cabin heater 700 radiates through the first inlet 110 and the second outlet 140 of the four-way valve 100. It is preferably recovered to (500).

도 3은 본 발명에 의한 전기차용 배터리 온도관리 시스템 제2 실시예의 개략도이다.3 is a schematic diagram of a second embodiment of a battery temperature management system for an electric vehicle according to the present invention.

일반적으로 전기차가 장시간 운행이 중단되어 있는 경우, 차량의 실내 온도는 낮게 유지된다. 특히, 겨울철과 같이 기온이 매우 낮은 경우에는 실내 온도가 영하로 떨어질 수 있는데, 이와 같은 경우 캐빈히터(700)를 작동시키더라도 차량의 실내 온도가 빠르게 상승하지 못한다는 문제가 발생된다. 본 발명에 의한 전기차용 배터리 온도관리 시스템은 상기와 같은 문제점을 해결할 수 있도록, 차량의 실내 온도를 가열하는 히터코어(900)를 추가로 구비할 수 있다.Generally, when the electric vehicle is stopped for a long time, the indoor temperature of the vehicle is kept low. In particular, when the temperature is very low, such as in winter, the indoor temperature may drop below zero. In this case, even if the cabin heater 700 is operated, a problem occurs that the indoor temperature of the vehicle does not rapidly rise. The battery temperature management system for an electric vehicle according to the present invention may further include a heater core 900 that heats the indoor temperature of the vehicle to solve the above problems.

이때, 기온이 매우 낮은 경우에는 상기 히터코어(900) 역시 낮은 온도로 냉각되어 있는바, 히터코어(900)를 작동시키는 즉시 차량의 실내 온도가 올라가지 아니한다. 따라서 차량의 실내 온도를 빠르게 상승시키고자 하는 경우에는 상기 히터코어(900)를 예열시킬 필요가 있다.At this time, when the temperature is very low, the heater core 900 is also cooled to a low temperature, so that the interior temperature of the vehicle does not rise immediately after operating the heater core 900. Therefore, in order to rapidly increase the indoor temperature of the vehicle, it is necessary to preheat the heater core 900.

본 발명에 의한 전기차용 배터리 온도관리 시스템은, 차량의 실내를 가열하는 캐빈히팅모드가 되어 상기 캐빈히터(700)가 동작이 온(On)되었을 때, 상기 캐빈히터(700)를 지나면서 가열된 냉각수 중 일부가 도 3에 도시된 바와 같이 히터코어(900)로 분기되어 상기 히터코어(900)를 예열시키도록 구성될 수 있다. 이와 같이 히터코어(900)가 일정온도 이상으로 예열된 상태에서는 단시간에 많은 양의 열을 발생시킬 수 있으므로, 차량의 실내 온도를 빠르게 상승시킬 수 있다는 장점이 있다.The battery temperature management system for an electric vehicle according to the present invention is a cabin heating mode for heating a vehicle interior, and when the cabin heater 700 is turned on, it is heated while passing through the cabin heater 700. Some of the cooling water may be configured to preheat the heater core 900 by branching to the heater core 900 as shown in FIG. 3. As such, when the heater core 900 is preheated to a predetermined temperature or more, a large amount of heat can be generated in a short time, and thus there is an advantage that the indoor temperature of the vehicle can be rapidly increased.

이상, 본 발명을 바람직한 실시예를 사용하여 상세히 설명하였으나, 본 발명의 범위는 특정 실시예에 한정되는 것은 아니며, 첨부된 특허청구범위에 의하여 해석되어야 할 것이다. 또한, 이 기술분야에서 통상의 지식을 습득한 자라면, 본 발명의 범위에서 벗어나지 않으면서도 많은 수정과 변형이 가능함을 이해하여야 할 것이다.As described above, the present invention has been described in detail using preferred embodiments, but the scope of the present invention is not limited to specific embodiments, and should be interpreted by the appended claims. In addition, those skilled in the art should understand that many modifications and variations are possible without departing from the scope of the present invention.

100 : 사방밸브 110 : 제1 유입부
120 : 제2 유입부 130 : 제1 유출부
140 : 제2 유출부 150 : 제1 펌프
160 : 제2 펌프 200 : 배터리
300 : 칠러 400 : 리저버탱크
500 : 라디에이터 600 : 모터모듈
700 : 캐빈히터 810 : 제1 유로
820 : 제2 유로 830 : 제3 유로
840 : 제4 유로 850 : 제5 유로
900 : 히터코어100: four-way valve 110: the first inlet
120: second inlet 130: first outlet
140: second outlet 150: first pump
160: second pump 200: battery
300: chiller 400: reservoir tank
500: radiator 600: motor module
700: Cabin heater 810: 1st Euro
820: Second Euro 830: Third Euro
840: 4th Euro 850: 5th Euro
900: heater core

Claims (6)

제1 유입부와 제2 유입부와 제1 유출부와 제2 유출부를 구비하되, 상기 제1 유입부가 상기 제1 유출부와 제2 유출부 중 어느 하나에 선택적으로 연통되고 상기 제2 유입부가 상기 제1 유출부와 제2 유출부 중 다른 하나에 선택적으로 연통되는 사방밸브;
전기차 구동을 위한 전력을 공급하는 배터리;
냉각수를 이용하여 상기 배터리를 냉각시키는 칠러;
냉각수를 상기 칠러로 공급하는 리저버탱크;
가열된 냉각수를 냉각시키는 라디에이터;
전기차의 구동력을 발생시키는 모터모듈;
전기차의 실내를 가열시키는 캐빈히터;
상기 제1 유출부로 유출된 냉각수를 상기 리저버탱크로 공급하는 제1 유로;
상기 배터리를 지난 냉각수를 제2 유입부로 회송시키는 제2 유로;
상기 제2 유출부로 유출된 냉각수를 상기 라디에이터로 공급하는 제3 유로;
상기 라디에이터를 거치면서 냉각된 냉각수를 상기 모터모듈 및 캐빈히터로 제공하는 제4 유로;
상기 모터모듈 및 캐빈히터를 지난 냉각수를 상기 제1 유입부로 회송시키는 제5 유로;
상기 제1 유입부에 설치되어 상기 제1 유입부로 유입된 냉각수를 상기 제1 유출부 또는 제2 유출부로 가압 이송시키는 제1 펌프;
상기 제2 유입부에 설치되어 상기 제2 유입부로 유입된 냉각수를 상기 제1 유출부 또는 제2 유출부로 가압 이송시키는 제2 펌프;
를 포함하여,
상기 배터리를 예열하는 히팅모드 시, 상기 칠러는 동작이 오프(Off)되고, 상기 사방밸브는 상기 제1 유입부와 제1 유출부가 연통되고 상기 제2 유입부와 제2 유출부가 연통되도록 작동되어, 상기 모터모듈 및 캐빈히터를 지난 냉각수가 상기 사방밸브를 거쳐 상기 배터리로 전달되고,
상기 배터리를 냉각시키는 쿨링모드 시, 상기 칠러는 동작이 온(On)되고, 상기 사방밸브는 상기 제1 유입부와 제2 유출부가 연통되고 상기 제2 유입부와 제1 유출부가 연통되도록 작동되며, 상기 캐빈히터는 동작이 오프(Off)되어, 상기 배터리를 냉각시킨 냉각수가 상기 사방밸브를 거쳐 상기 리저버탱크로 회수되고, 상기 모터모듈 및 상기 캐빈히터를 지난 냉각수가 상기 사방밸브를 거쳐 상기 라디에이터로 회수되는 것을 특징으로 하는 전기차용 배터리 온도관리 시스템.A first inlet, a second inlet, a first outlet, and a second outlet are provided, wherein the first inlet is selectively communicated to any one of the first outlet and the second outlet, and the second inlet is A four-way valve selectively communicating with the other of the first outlet portion and the second outlet portion;
A battery that supplies electric power for driving an electric vehicle;
A chiller for cooling the battery using cooling water;
A reservoir tank that supplies cooling water to the chiller;
A radiator for cooling the heated cooling water;
A motor module generating a driving force of the electric vehicle;
A cabin heater that heats the interior of the electric vehicle;
A first flow path for supplying cooling water flowing out to the first outlet to the reservoir tank;
A second flow path for returning cooling water past the battery to a second inlet;
A third flow path for supplying cooling water flowing out to the second outlet portion to the radiator;
A fourth flow path providing cooling water cooled through the radiator to the motor module and the cabin heater;
A fifth flow path for returning cooling water past the motor module and the cabin heater to the first inlet;
A first pump installed in the first inlet and pressurizedly transferring cooling water flowing into the first inlet to the first outlet or the second outlet;
A second pump installed in the second inlet and pressurizedly transferring the cooling water flowing into the second inlet to the first outlet or the second outlet;
Including,
In the heating mode of preheating the battery, the chiller is turned off, and the four-way valve is operated to communicate with the first inlet and the first outlet and the second inlet and the second outlet. , Cooling water passing through the motor module and the cabin heater is delivered to the battery through the four-way valve,
In the cooling mode for cooling the battery, the chiller is turned on, and the four-way valve is operated to communicate with the first inlet and the second outlet and communicate with the second inlet and the first outlet. , The operation of the cabin heater is turned off, and the cooling water that cools the battery is recovered through the four-way valve to the reservoir tank, and the coolant passing through the motor module and the cabin heater passes through the four-way valve and the radiator. Battery temperature management system for an electric vehicle, characterized in that the recovery. 삭제delete 삭제delete 삭제delete 청구항 1에 있어서,
차량의 실내를 가열하는 히터코어를 더 포함하고,
차량의 실내를 가열하는 캐빈히팅모드 시,
상기 캐빈히터는 동작이 온(On)되고, 상기 캐빈히터를 지난 냉각수는 상기 히터코어로 전달되어 상기 히터코어를 예열하는 것을 특징으로 하는 전기차용 배터리 온도관리 시스템.The method according to claim 1,
Further comprising a heater core for heating the interior of the vehicle,
In the cabin heating mode that heats the interior of the vehicle,
The operation of the cabin heater (On), the cooling water passing through the cabin heater is transferred to the heater core to preheat the heater core battery temperature management system for an electric vehicle. 삭제delete
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