KR102644748B1 - Cooling and heating system for vehicle - Google Patents

Abstract

The present invention relates to a vehicle cooling and heating system in which a compressor, an indoor condenser, an outdoor condenser, and an evaporator are connected to a refrigerant circulation line in which a refrigerant circulates, and the refrigerant circulation line is connected to the compressor through a first bypass line. waste heat chiller; a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line; a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the waste heat chiller to circulate coolant; a second coolant line disposed to be spaced apart from the first coolant line and connecting the battery chiller and the battery of the vehicle to circulate coolant; a third bypass line branching from the refrigerant circulation line between the outdoor condenser and the evaporator and bypassing the refrigerant that has passed through the outdoor condenser to the compressor; a fourth bypass line branching from the first bypass line between the outdoor condenser and the evaporator and bypassing the refrigerant that has passed through the indoor condenser to the evaporator; and a coolant control means that connects the first coolant line and the second coolant line and controls the flow of coolant circulating in the first coolant line and the second coolant line. When in a dehumidifying mode in a heating state, the indoor The refrigerant that has passed through the condenser recovers the waste heat of the electrical parts through a waste heat chiller connected to the first bypass line, and some of the refrigerant that has passed through the indoor condenser circulates to the evaporator through the fourth bypass line. A vehicle cooling and heating system that improves dehumidification performance and cools the battery by circulating the refrigerant passing through the outdoor condenser through the refrigerant circulation line to the battery chiller and the evaporator in the cooling mode.

Description

Cooling and heating system for vehicle}

The present invention relates to a cooling and heating system for a vehicle that can cool or heat the interior of a vehicle.

An air conditioning system for a vehicle typically includes a cooling system for cooling the interior of the vehicle and a heating system for heating the interior of the vehicle. The cooling system is configured to cool the vehicle interior by converting the air passing through the outside of the evaporator and the refrigerant flowing inside the evaporator into cold air by heat exchange, and the heating system is configured to cool the vehicle interior by converting the air passing through the outside of the evaporator into cold air. It is configured to heat the vehicle interior by exchanging heat with the coolant flowing inside the heater core and converting it into warmth.

Meanwhile, unlike the vehicle air conditioning system described above, a heat pump system is being applied that can selectively perform cooling and heating by changing the flow direction of the refrigerant using one refrigerant cycle. For example, two heat exchangers and , Equipped with a direction control valve that can change the flow direction of the refrigerant. Therefore, cooling and heating are possible depending on the flow direction of the refrigerant by the direction control valve.

Various types of vehicle heat pump systems have been proposed, a representative example of which is shown in FIG. 1.

The vehicle heat pump system shown in FIG. 1 includes a compressor 30 that compresses and discharges refrigerant, and an indoor heat exchanger 32 that dissipates heat from the refrigerant discharged from the compressor 30, and is installed in a parallel structure to A first expansion valve 34 and a first bypass valve 36 that selectively allow the refrigerant passing through the heat exchanger 32 to pass, and the first expansion valve 34 or the first bypass valve 36 An outdoor heat exchanger (48) that heat-exchanges the refrigerant that has passed through the outdoor heat exchanger, an evaporator (60) that evaporates the refrigerant that has passed through the outdoor heat exchanger (48), and a gaseous and liquid phase of the refrigerant that has passed through the evaporator (60). An accumulator 62 that separates the refrigerant, an internal heat exchanger 50 that exchanges heat between the refrigerant supplied to the evaporator 60 and the refrigerant returning to the compressor 30, and the refrigerant supplied to the evaporator 60 are selectively selected. a second expansion valve 56 that expands, and is installed in parallel with the second expansion valve 56 to selectively connect the outlet side of the outdoor heat exchanger 48 and the inlet side of the accumulator 62. It includes a second bypass valve (58). In FIG. 1, reference numeral 10 denotes an air conditioning case in which the indoor heat exchanger 32 and the evaporator 60 are built, reference numeral 12 denotes a temperature control door that controls the mixing amount of cold and warm air, and reference numeral 20 denotes an inlet of the air conditioning case. Indicates each blower installed in .

According to the conventional vehicle heat pump system configured as described above, when the heating mode is operated, the first bypass valve 36 and the second expansion valve 56 are closed, and the first expansion valve 34 and the second bypass valve 56 are closed. Pass valve 58 is opened. Additionally, the temperature control door 12 operates as shown in FIG. 1. Therefore, the refrigerant discharged from the compressor 30 is the indoor heat exchanger 32, the first expansion valve 34, the outdoor heat exchanger 48, the high pressure part 52 of the internal heat exchanger 50, and the second bypass valve ( 58), the accumulator 62, and the low pressure part 54 of the internal heat exchanger 50 in that order and then return to the compressor 30. That is, the indoor heat exchanger 32 functions as a heater, and the outdoor heat exchanger 48 functions as an evaporator.

When the cooling mode is activated, the first bypass valve 36 and the second expansion valve 56 are opened, and the first expansion valve 34 and the second bypass valve 58 are closed. Additionally, the temperature control door 12 closes the passage of the indoor heat exchanger 32. Therefore, the refrigerant discharged from the compressor 30 is the indoor heat exchanger 32, the first bypass valve 36, the outdoor heat exchanger 48, the high pressure part 52 of the internal heat exchanger 50, and the second expansion valve 56. ), the evaporator 60, the accumulator 62, and the low pressure part 54 of the internal heat exchanger 50 in that order and then return to the compressor 30. At this time, the indoor heat exchanger 32 closed by the temperature control door 12 functions as a heater in the same way as in the heating mode.

However, in the vehicle heat pump system, in the heating mode, the indoor heat exchanger 32 installed inside the air conditioning case 10 acts as a heater, that is, performs heating by dissipating heat, and the outdoor heat exchanger 48 It is installed outside the air conditioning case 10, that is, on the front side of the engine room of the vehicle, and serves as an evaporator that exchanges heat with the outside air, that is, absorbs heat.

At this time, when the outside temperature falls below freezing or when damage occurs in the outdoor heat exchanger (48), the outdoor heat exchanger (48) hardly absorbs heat, so the temperature and pressure of the refrigerant in the system are lowered, causing the air discharged into the vehicle interior. There is a problem that heating performance deteriorates as the temperature drops.

In order to solve the above problem, Domestic Patent Registration No. 10-1342931 performs a defrost mode when the outdoor heat exchanger is installed, allowing the refrigerant to bypass the outdoor heat exchanger and recover waste heat from vehicle electrical components through a heat supply means. , It is possible to continue heating not only when the outdoor heat exchanger is installed, but also when the outside temperature is below zero.

However, depending on the design of the outdoor heat exchanger or the outdoor temperature conditions, the refrigerant bypasses the outdoor heat exchanger and only waste heat from vehicle electrical components is used as a heat source. In this case, heat exchange performance deteriorates due to a shortage of refrigerant due to refrigerant accumulation in the outdoor heat exchanger. There is a problem in that heating performance deteriorates due to insufficient waste heat recovery from the electrical equipment.

In addition, the conventional heat pump system is configured to have a cooling mode and a heating mode refrigerant flow during heating and dehumidification. As the refrigerant passing through the outdoor heat exchanger condenses, the refrigerant temperature in the evaporator may drop rapidly, reducing driving efficiency. may deteriorate.

In addition, the conventional heat pump system only performs a cooling and heating mode and does not have a heat exchange function for the vehicle battery, so there is a problem that a separate device must be configured to cool the battery.

The present invention can improve heating performance by using the waste heat of electrical parts and the waste heat of the battery, and enables thermal management of the battery by cooling the battery in cooling mode and heating mode, respectively. In heating mode, the refrigerant of the outdoor condenser and The purpose is to provide a cooling and heating system for vehicles that can eliminate the backlog of refrigeration oil and increase heating and dehumidification performance during heating and dehumidification.

The present invention includes an internal heat exchanger provided on the refrigerant circulation line to exchange heat with the refrigerant supplied to the evaporator through the outdoor condenser and the refrigerant supplied to the compressor through the evaporator; a first bypass line branched from the refrigerant circulation line connecting the indoor condenser and the outdoor condenser and connected to a waste heat chiller, and selectively bypassing the refrigerant discharged from the indoor condenser to the waste heat chiller; a second bypass line branched from the refrigerant circulation line connecting the internal heat exchanger and the evaporator and connected to a battery chiller, and selectively bypassing the refrigerant passing through the internal heat exchanger to the battery chiller; a waste heat chiller connected to the compressor through a first bypass line in the refrigerant circulation line; a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line; a first electromagnetic valve provided in the first bypass line connected to the waste heat chiller and controlling a flow rate of refrigerant supplied to the waste heat chiller; The second bypass line connected to the battery chiller includes a second electronic valve that regulates the flow rate of refrigerant supplied to the battery chiller; a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the waste heat chiller to circulate coolant; a second coolant line disposed to be spaced apart from the first coolant line and connecting the battery chiller and the battery of the vehicle to circulate coolant; a third bypass line branching from the refrigerant circulation line between the outdoor condenser and the evaporator and bypassing the refrigerant that has passed through the outdoor condenser to the compressor; a fourth bypass line branching from the first bypass line at the supply end of the waste heat chiller and bypassing the refrigerant that has passed through the indoor condenser to the evaporator; a third solenoid valve provided on the third bypass line to open and close the third bypass line to selectively supply refrigerant supplied from the refrigerant circulation line to the compressor; A fourth orifice is provided on the fourth bypass line in front of the evaporator and opens and closes the fourth bypass line to expand and selectively supply the refrigerant supplied from the refrigerant circulation line to the evaporator. solenoid valve; and a coolant control means that connects the first coolant line and the second coolant line and controls the flow of coolant circulating in the first coolant line and the second coolant line. When in a dehumidifying mode in a heating state, the indoor The refrigerant that has passed through the condenser recovers the waste heat of the electrical parts through a waste heat chiller connected to the first bypass line, and some of the refrigerant that has passed through the indoor condenser circulates to the evaporator through the fourth bypass line. A cooling and heating system for a vehicle is provided that improves dehumidification performance and cools the battery while allowing the refrigerant passing through the outdoor condenser to circulate through the refrigerant circulation line to the battery chiller and the evaporator in a cooling mode.

The cooling and heating system for a vehicle according to the present invention includes a first coolant line connecting the electrical parts, an electrical radiator, and a waste heat chiller, and a second coolant line that is spaced apart from the first coolant line and connects the battery chiller and the battery. , by connecting the first and second coolant lines with a coolant control means, in heating mode, waste heat from the electrical parts through the waste heat chiller and waste heat from the battery through the battery chiller can be used, thereby improving heating performance.

In addition, the refrigerant and refrigeration oil remaining in the outdoor condenser can be recovered to the compressor through the third bypass line, and heat management of the battery is possible by cooling the battery in cooling mode. In addition, a fourth bypass line including an orifice is provided, so that in heating and dehumidifying mode, the refrigerant that has passed through the indoor condenser can be expanded and bypassed to the evaporator, improving the dehumidifying performance of the evaporator and bypassing the outdoor condenser. Heating performance can be increased by passing.

In addition, the electric radiator can cool not only the electric parts but also the battery, so there is no need to install a separate electric radiator for battery cooling, thereby reducing costs. By using the electric radiator, battery chiller, and heating means, it is possible to cool not only the battery but also the battery. In addition, it can even perform heating, thereby maintaining the temperature of the battery optimally and improving battery efficiency.

1 is a configuration diagram showing a conventional vehicle heat pump system.
Figure 2 is a configuration diagram showing a cooling and heating system for a vehicle according to an embodiment of the present invention.
Figure 3 is a diagram showing a state in which refrigerant circulates in the cooling mode of the vehicle cooling and heating system according to the present invention.
Figure 4 is a diagram showing a state in which refrigerant circulates in the battery cooling mode in the cooling mode of the vehicle cooling and heating system according to the present invention.
Figure 5 is a diagram showing a state in which refrigerant circulates in the heating mode of the vehicle cooling and heating system according to the present invention.
Figure 6 is a diagram illustrating the circulation of refrigerant in the dehumidifying mode in the heating mode of the vehicle cooling and heating system according to the present invention.
Figure 7 is a diagram showing a state in which refrigerant circulates in the battery cooling mode of the vehicle cooling and heating system according to the present invention.

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the attached drawings. Prior to this, the terms or words used in this specification and claims should not be construed as limited to their usual or dictionary meanings, and the inventor should appropriately define the concept of terms in order to explain his or her invention in the best way. It must be interpreted as meaning and concept consistent with the technical idea of the present invention based on the principle of definability.

2 to 7, the vehicle cooling and heating system 1 according to an embodiment of the present invention includes a compressor 110, an indoor condenser 120, an outdoor condenser 130, an evaporator 140, and , a waste heat chiller 150, a battery chiller 160, a first coolant line (W1), a second coolant line (W2), a coolant control means 170, and a first solenoid valve 181. An expansion valve (180), an internal heat exchanger (190), a PTC heater (200), an accumulator (210), a second solenoid valve (220), a third solenoid valve (230), and a fourth solenoid valve (240). More may be included.

Referring to Figure 2, the vehicle cooling and heating system (1) according to the present invention includes a compressor (110), an indoor condenser (120), an outdoor condenser (130), and an evaporator ( 140) is connected, and is preferably applied to electric vehicles or hybrid vehicles.

On the refrigerant circulation line (R), there is a first bypass line (R1) that bypasses the outdoor condenser (130) and the evaporator (140), and a second bypass line (R2) that bypasses the evaporator (140). ), a waste heat chiller 150 is installed in the first bypass line (R1), and a battery chiller 160 is connected and installed in the second bypass line (R2). In addition, a third bypass is branched from the refrigerant circulation line (R) between the outdoor condenser 130 and the evaporator 140 and bypasses the refrigerant passing through the outdoor condenser 130 to the compressor 110. It has a line (R3), and the refrigerant that branches off from the first bypass line (R1) between the outdoor condenser (130) and the evaporator (140) and passes through the indoor condenser (120) is transferred to the evaporator (140). ) is provided with a fourth bypass line (R4) that bypasses.

The compressor 110 installed on the refrigerant circulation line (R) receives power from an engine or a motor, and while operating, sucks and compresses the refrigerant and then discharges it in a high-temperature, high-pressure gaseous state.

In the cooling mode, the compressor 110 sucks and compresses the refrigerant discharged from the evaporator 140 and supplies it to the indoor condenser 120, and in the heating mode through the first bypass line (R1). The moving refrigerant is sucked in, compressed, and supplied to the indoor condenser (120).

In addition, when the compressor 110 is in the dehumidifying mode in the heating mode, the refrigerant flowing out of the waste heat chiller 150 on the first bypass line (R1) and the refrigerant circulation line (R) are connected to the fourth bypass line. By circulating (R4), the refrigerant discharged from the evaporator 140 is sucked in, compressed, and supplied to the indoor condenser 120.

The indoor condenser 120 is installed inside the air conditioning case (C) and is connected to the refrigerant circulation line (R) on the outlet side of the compressor 110, so that the air flowing inside the air conditioning case (C) and the compressor The refrigerant discharged from (110) undergoes heat exchange.

An evaporator 140 is installed inside the air conditioning case (C), and the evaporator 140 is connected to the refrigerant circulation line (R) on the inlet side of the compressor 110 to generate air flowing within the air conditioning case (C). Heat exchange occurs between the refrigerant and the refrigerant.

The indoor condenser 120 functions as a condenser in the heating mode, and the evaporator 140 functions as an evaporator in the cooling mode. In the heating mode, the operation is stopped because the refrigerant is not supplied, and in the dehumidifying mode, the indoor condenser 120 functions as an evaporator. Some refrigerant is supplied to it to function as an evaporator.

The indoor condenser 120 and the evaporator 140 are installed at a certain distance from each other inside the air conditioning case (C), and the evaporator 140 and the evaporator 140 are connected from the upstream side of the air flow direction in the air conditioning case (C). Indoor condensers 120 are installed sequentially.

A temperature control door (D) is installed inside the air conditioning case (C), and the temperature control door (D) is installed between the evaporator 140 and the indoor condenser 120 to control the indoor condenser 120. It controls the amount of bypassing air and the amount of passing air.

The temperature control door (D) controls the temperature of the air discharged from the air conditioning case (C) by controlling the amount of air bypassing the indoor condenser 120 and the amount of air passing through the indoor condenser 120. do.

Referring to FIG. 3, in the cooling mode, when the front passage of the indoor condenser 120 is completely closed through the temperature control door (D), cold air passing through the evaporator 140 flows into the indoor condenser 120. ) is bypassed and supplied to the interior of the vehicle to achieve maximum cooling.

Referring to FIG. 5, in the heating mode, when the passage bypassing the indoor condenser 120 is completely closed through the temperature control door (D), all air flows into the indoor condenser 120, which serves as a condenser. As it passes, it is converted into warm air, and this warm air is supplied to the interior of the vehicle, thereby achieving maximum heating.

A waste heat chiller 150 is installed on the first bypass line (R1), a battery chiller 160 is installed on the second bypass line (R2), and the waste heat chiller 150 is installed in the first bypass line (R2). Heat is exchanged between the refrigerant flowing in the line (R1) and the coolant circulating in the first coolant line (W1), which will be described later, and the battery chiller 160 is connected to the refrigerant flowing in the second bypass line (R2). The coolant circulating in the second coolant line (W2) undergoes heat exchange.

In the cooling mode shown in FIG. 3, the refrigerant does not flow through the first bypass line (R1) and the second bypass line (R2), but in the battery cooling mode in the cooling mode shown in FIG. 4, the second bypass line (R1) and the second bypass line (R2) do not flow. Refrigerant flows through the bypass line (R2), and at this time, the battery chiller 160 cools the coolant by heat exchanging the refrigerant in the second bypass line (R2) and the coolant in the second coolant line (W2) to cool the battery (B). ) can be cooled, making heat management of the battery (B) possible.

Referring to FIG. 5, in the heating mode, the refrigerant flows through the first bypass line (R1), and the waste heat chiller 150 uses the refrigerant in the first bypass line (R1) and the first coolant line (W1). ) and the coolant circulating in the second coolant line (W2) are exchanged for heat, so that not only the waste heat of the electrical parts but also the waste heat of the battery (B) can be used, thereby improving heating performance.

In this way, even in the mode in which the refrigerant bypasses the outdoor condenser 130 according to the conditions of the outdoor condenser 130 or the outdoor temperature, the waste heat of the electrical parts and the waste heat of the battery (B) can be used, thereby reducing the indoor discharge temperature due to lack of heat source. changes can be minimized.

The electrical unit, the electrical radiator 132, and the waste heat chiller 150 are connected by a first coolant line (W1), and the battery chiller 160 and the vehicle battery (B) are connected by a second coolant line (W2). ), and the first coolant line (W1) and the second coolant line (W2) are connected by a coolant control means (170).

A reservoir tank (RT) for storing coolant is installed in the first coolant line (W1), a second pump (P2) for circulating coolant is installed in the second coolant line (W2), and the coolant control means ( A first pump (P1) that circulates coolant is installed in the connection line (172) of 170), and a bypass line (173) connected to the second coolant line (W2) is provided in the reservoir tank (RT). It is desirable. The first coolant line (W1) and the second coolant line (W2) are connected by the bypass line 173, and the coolant overflowing from the first coolant line (W1) centered on the reservoir tank (RT) It flows into the second coolant line (W2), and the coolant overflowing from the second coolant line (W2) flows into the first coolant line (W1).

A waste heat chiller 150, a full-length radiator 132, and a reservoir tank (RT) are sequentially connected to the first coolant line (W1) in the coolant flow direction, and a second pump is connected to the second coolant line (W2). (P2), battery (B), and battery chiller 160 are sequentially connected in the coolant flow direction, and the second coolant line (W2) has a heating means for heating the coolant circulating to the battery (B). H) is preferably installed.

As the heating means (H) is installed in the second coolant line (W2), in conditions where the temperature of the battery (B) needs to be increased, such as when the outside temperature falls below freezing, the heating means (H) is used. By heating the coolant circulating in the battery (B) and maintaining the temperature of the battery (B) optimally, the efficiency of the battery (B) is improved. It is preferable to use an electric heater as the heating means (H), and the heating means (H) is preferably installed in the second coolant line (W2) at the inlet side of the battery (B). The electrical unit includes a motor, a charger, an inverter, and an EPCU (Electric Power Control Unit), and the electrical unit may be provided on a connection line 172, which will be described later.

The coolant control means 170 controls the flow of coolant circulating in the first coolant line (W1) and the second coolant line (W2), and the coolant control means 170 includes a connection line 172 and a control Includes valve 174. By connecting the first coolant line (W1) and the second coolant line (W2), in the heating mode, the coolant circulates through the battery chiller 160 and cools the battery (B), thereby improving heat management of the battery (B). Make it possible. In addition, it is preferable that the connection line 172 is provided with a first pump (P1) that circulates coolant. The first pump (P1) is not limited to being provided in the connection line 172, and the first pump (P1) may be provided in the first coolant line (W1). In addition, in the heating mode, it is possible to recover waste heat from the electric unit and the battery (B) and refrigerant and refrigerant oil accumulated in the outdoor condenser (130) through the waste heat chiller (150).

The coolant control means 170 connects the first coolant line (W1) and the second coolant line (W2) in parallel. The connection line 172 of the coolant control means 170 connects the outdoor condenser 130, the waste heat chiller 150, and the battery chiller 160 in parallel, and the control valve 174 is connected to the first coolant 170. It is installed in the line (W1) and the second coolant line (W2) to control the flow of coolant.

The connection line 172 is a line connecting the first coolant line (W1) connected to the reservoir tank (RT) and the second coolant line (W2) connected to the inlet side of the battery (B), and the overall length It consists of a line connecting the first coolant line (W1) connected to the inlet side of the radiator 132 and the second coolant line (W2) connected to the outlet side of the battery chiller 160, and the first coolant line ( W1) and the second coolant line (W2) are connected in parallel.

The control valve 174 includes a first direction switching valve 174a installed at a branch point of the first coolant line (W1) on the inlet side of the waste heat chiller 150 and the connection line 172, and the waste heat chiller ( A second direction switching valve (174b) installed at a branch point of the connection line (172) connected to the first coolant line (W1) on the outlet side of 150), and the battery chiller (174b) connected to the connection line (172). 160) and includes a third direction switching valve (174c) installed at a branch point of the second coolant line (W2) on the outlet side, the first direction switching valve (174a), the second direction switching valve (174b), and , the third-way switching valve 174c is preferably made of a three-way valve.

A first electromagnetic valve (EXV1) is provided on the first bypass line (R1) connecting the refrigerant circulation line (R) and the waste heat chiller (150) to control the flow rate of the refrigerant supplied to the waste heat chiller (150). , A second electromagnetic valve (EXV2) is provided on the second bypass line (R2) connecting the refrigerant circulation line (R) and the battery chiller (160) to control the flow rate of the refrigerant supplied to the battery chiller (160). do.

Referring to FIGS. 3 and 4, the first electronic valve (EXV1) closes the first bypass line (R1) in the cooling mode and in the battery cooling mode in the cooling mode, and the second electronic valve (EXV2) closes the second bypass line (R2) in the cooling mode, and the second electronic valve (EXV2) opens the second bypass line (R2) in the battery cooling mode while in the cooling mode.

Referring to FIG. 2, an expansion valve 180 is installed on the refrigerant circulation line (R), and the expansion valve 180 is installed in front of the evaporator 140 to adjust the temperature of the refrigerant at the outlet of the evaporator 140. It is a temperature-sensitive valve that expands the refrigerant according to the temperature, and the expansion valve 180 preferably includes a first solenoid valve 181 that opens and closes the refrigerant circulation line (R) connected to the evaporator 140. .

An internal heat exchanger 190 is installed on the refrigerant circulation line (R), and the internal heat exchanger 190 passes through the outdoor condenser 130 and supplies the refrigerant to the evaporator and passes through the evaporator 140 to the compressor. It serves to exchange heat between the refrigerants supplied to (110).

A PTC heater 200 is provided inside the air conditioning case (C), and the PTC heater 200 is disposed adjacent to and connected to the indoor condenser 120 to supply insufficient heat source to the indoor condenser 120. The PTC heater 200 can be installed or removed as needed.

An accumulator 210 is installed adjacent to the compressor 110, and the accumulator 210 separates the liquid refrigerant and the gaseous refrigerant from the refrigerant supplied to the compressor 110 and then supplies only the gaseous refrigerant to the compressor 110. will be supplied.

A second solenoid valve 220 is installed in the refrigerant circulation line (R) at the front end of the inlet side of the outdoor condenser 130, and opens and closes the refrigerant circulation line (R) connected to the outdoor condenser 130. A third solenoid valve 230 is installed in the third bypass line (R3) to open and close the third bypass line (R3) to selectively supply refrigerant from the refrigerant circulation line (R) to the compressor 110. It is desirable to be In addition, the fourth bypass line (R4) is provided with a fourth solenoid valve (240) that opens and closes the fourth bypass line (R4) to selectively supply refrigerant from the refrigerant circulation line (R) to the evaporator 140. It is desirable to have it installed. The fourth solenoid valve 240 is configured to include an orifice and can be expanded by the orifice.

As shown in FIGS. 4, 6, and 7, the first solenoid valve 181, the second solenoid valve 220, the third solenoid valve 230, the fourth solenoid valve 240, and the The refrigerant circulation line (R), the first bypass line (R1) and the The flow of refrigerant to the 2nd bypass line (R2), the 3rd bypass line (R3), and the 4th bypass line (R4) and the flow of coolant between the first coolant line (W1) and the second coolant line (W2) It can be adjusted in various ways.

Figure 4 shows the battery cooling mode in the cooling mode state, and the coolant cooled in the battlefield radiator 132 circulates to the second coolant line (W2) through the connection line 172 to cool the battery (B), The coolant cooled in the battery chiller 160 is also controlled by the coolant control means 170 to circulate to the battery B through the second coolant line W2 to cool the battery B.

That is, the coolant cooled in the full-length radiator 132 of the first coolant line (W1) and the coolant cooled in the battery chiller 160 of the second coolant line (W2) are circulated to the battery (B) to cool the battery (B). ) is cooled, and at this time, the refrigerant and cooling water do not circulate toward the waste heat chiller 150, but the refrigerant circulates toward the battery chiller 160.

Figure 6 shows the dehumidifying mode in the heating mode, and looking at the flow of coolant, the coolant control means circulates the coolant heated in the electric part of the first coolant line (W1) to the battery (B) of the second coolant line (W2). It is desirable to control (170), control to prevent refrigerant from circulating in the battery chiller (160), and control to prevent coolant from circulating to the full-length radiator (132).

Figure 7 shows the battery cooling mode in the heating mode, and the coolant heated in the electrical part of the first coolant line (W1) and the coolant heated in the battery (B) of the second coolant line (W2) are connected to the second coolant line. The coolant control means 170 is controlled to circulate to the battery (B) of (W2), the refrigerant is controlled to circulate to the battery chiller 160, and the coolant is controlled not to circulate to the electric radiator 132. desirable.

The operation of the vehicle cooling and heating system according to an embodiment of the present invention will be described with reference to FIGS. 3 to 7 as follows.

3 shows the cooling mode, and the flow of refrigerant flows through the compressor 110, the indoor condenser 120, and the outdoor condenser 130 with the first solenoid valve 181 and the second solenoid valve 220 open. ) and circulates through the evaporator 140 and back to the compressor 110 to cool the interior of the vehicle. The first solenoid valve 181 and the second solenoid valve 220 are open and connected to the first electromagnetic valve (EXV1) installed in the first bypass line (R1) and the second bypass line (R2). The installed second electromagnetic valve (EXV2), third solenoid valve 230, and fourth solenoid valve 240 are controlled to close. That is, the refrigerant is used in the compressor 110, the indoor condenser 120, the second solenoid valve 220, the outdoor condenser 130, the first solenoid valve 181, the evaporator 140, and the accumulator 210. It circulates back to the compressor 110 to cool the interior of the car. Looking at the flow of coolant in the cooling mode, the coolant controlling means 170 controls the coolant cooled in the electric radiator 132 of the first coolant line (W1) to circulate through the reservoir tank (RT) and the electric parts.

Figure 4 shows the battery cooling mode in the cooling mode state, and the flow of refrigerant occurs when the first solenoid valve 181 and the second solenoid valve 220 are opened and the first solenoid valve 220 is installed in the first bypass line (R1). The first electromagnetic valve (EXV1), the third solenoid valve 230, and the fourth solenoid valve 240 are controlled to close, and the second electromagnetic valve (EXV2) installed in the second bypass line (R2) is controlled to open. do. That is, the refrigerant is supplied to the compressor 110, the indoor condenser 120, the second solenoid valve 220, the outdoor condenser 130, the first solenoid valve 181, the evaporator 140, and the accumulator 210. ) and then circulates back to the compressor 110, and some of the refrigerant circulates through the second bypass line (R2) to the battery chiller 160 and the compressor 110 to cool the interior of the vehicle. . Looking at the flow of coolant in the battery cooling mode in the cooling mode, the coolant cooled in the battlefield radiator 132 circulates to the second coolant line (W2) through the connection line 172 to cool the battery (B). , the coolant cooled in the battery chiller 160 is also controlled by the coolant control means 170 to circulate to the battery B in the second coolant line W2 to cool the battery B.

5 is in the heating mode, and in the heating mode, the flow of refrigerant occurs when the first solenoid valve 181, the second solenoid valve 220, and the fourth solenoid valve 240 are closed, and the first bypass line ( The first electromagnetic valve (EXV1) and the third solenoid valve 230 installed in the second bypass line (R1) are controlled to be opened, and the second electromagnetic valve (EXV2) installed in the second bypass line (R2) is controlled to be closed. That is, the refrigerant circulates through the compressor 110, the indoor condenser 120, and the first bypass line (R1) to the waste heat chiller 150 and the compressor 110 to heat the vehicle interior. Additionally, the refrigerant and refrigeration oil remaining in the outdoor condenser 130 can be circulated to the compressor 110 through the third bypass line (R3) to resolve the refrigerant shortage and refrigeration oil backlog. Looking at the flow of coolant in the heating mode, the coolant heated in the electrical part of the first coolant line (W1) circulates to the battery chiller 160 of the second coolant line (W2), and the battery of the second coolant line (W2) The coolant control means 170 controls the coolant heated in (B) to circulate to the battery chiller 160.

Figure 6 shows the dehumidifying mode in the heating mode. Looking at the flow of refrigerant, the first solenoid valve 181 and the second solenoid valve 220 are closed, the third solenoid valve 230 and the fourth solenoid valve are closed. (240) is opened so that part of the refrigerant moving through the first bypass line (R1) moves to the evaporator 140, and the first electromagnetic valve (EXV1) installed in the first bypass line (R1) is opened. And the second electromagnetic valve (EXV2) installed in the second bypass line (R2) is closed. That is, after the refrigerant passes through the compressor 110 and the indoor condenser 120, some of the refrigerant moves to the first bypass line (R1) and circulates through the waste heat chiller 150 and the compressor 110 to the interior of the vehicle. heating is performed. Then, some of the refrigerant that has passed through the compressor 110 and the indoor condenser 120 branches off while moving to the first bypass line (R1), circulates through the fourth bypass line (R4), and operates in the fourth solenoid valve ( After passing through 240), it circulates to the evaporator 140 and compressor 110 to increase the dehumidification efficiency of the car interior. That is, heating performance is improved by further providing a fourth bypass line (R4), which is a dehumidifying line that moves toward the evaporator 140 when in the dehumidifying mode in the heating mode, and the fourth solenoid valve 240 includes an orifice. It is configured to be expandable, so that dehumidifying performance in the evaporator 140 can be improved, and heating performance can be increased by bypassing the outdoor condenser 130. Additionally, the refrigerant and refrigeration oil remaining in the outdoor condenser 130 can be circulated to the compressor 110 through the third bypass line (R3) to resolve the refrigerant shortage and refrigeration oil backlog. Looking at the flow of coolant in the dehumidifying mode in the heating mode, the coolant control means 170 is used to circulate the coolant heated in the electric part of the first coolant line (W1) to the battery (B) of the second coolant line (W2). It is desirable to control the refrigerant not to circulate in the battery chiller 160 and control the coolant not to circulate in the electric radiator 132.

Figure 7 shows the battery cooling mode in the heating mode. Looking at the flow of refrigerant, the second solenoid valve 220 is open, the first electromagnetic valve (EXV1) installed in the first bypass line (R1), and the second solenoid valve (220) are opened. The first solenoid valve 181, the third solenoid valve 230, and the fourth solenoid valve 240 are controlled to close, and the second electromagnetic valve (EXV2) installed in the second bypass line (R2) is controlled to open. It is controlled. That is, after the refrigerant passes through the compressor 110 and the indoor condenser 120, the second electromagnetic valve (EXV2) is installed in the second solenoid valve 220, the outdoor condenser 130, and the second bypass line (R2). ), and circulating through the battery chiller 160 to the compressor 110, using external air heat as an additional heat source, the heating efficiency of the vehicle interior can be increased and the battery can be cooled. Looking at the flow of coolant in the battery cooling mode, the coolant heated in the electrical part of the first coolant line (W1) is controlled to circulate to the battery chiller (160) in the second coolant line (W2), and the second coolant line (W2) It is desirable to control the coolant control means 170 to circulate the coolant heated in the battery B to the battery chiller 160 and to control the coolant not to circulate to the full-length radiator 132.

Therefore, the first coolant line (W1) connecting the full-length radiator 132 and the waste heat chiller 150, and the first coolant line (W1) and the The second coolant line (W2) is installed, and the first and second coolant lines (W1, W2) are connected to the coolant control means (170), so that in the heating mode, waste heat from the electrical parts and the battery (B) are discharged through the battery chiller (160). )'s waste heat can be used to improve heating performance, and in cooling mode, the battery (B) can be cooled to manage the battery's heat. In addition, a fourth bypass line (R4) including an orifice is provided to allow the refrigerant passing through the indoor condenser 120 to expand and bypass the evaporator 140 in the heating and dehumidifying mode. The dehumidification performance can be improved, and the heating performance can be increased by bypassing the outdoor condenser 130.

In addition, the electric radiator 132 can cool not only the electric parts but also the battery (B), thereby reducing costs by eliminating the need to install a separate electric radiator for battery cooling. The electric radiator 132 and the battery chiller ( 160) and the heating means (H) can be used to not only cool the battery (B) but also heat it, thereby maintaining the temperature of the battery (B) optimally and improving the efficiency of the battery.

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

1: Vehicle cooling and heating system 110: Compressor
120: indoor condenser 130: outdoor condenser
132: full-length radiator 140: evaporator
150: Waste heat chiller 160: Battery chiller
170: Coolant control means 172: Connection line
173: bypass line 174: control valve
180: expansion valve 181: first solenoid valve
190: Internal heat exchanger 200: PTC heater
210: Accumulator 220: Second solenoid valve
230: 3rd solenoid valve 240: 4th solenoid valve
W1: 1st coolant line W2: 2nd coolant line
R: Refrigerant circulation line R1: 1st bypass line
R2: 2nd bypass line R3: 3rd bypass line
R4: Fourth bypass line B: Battery
H: Heating means

Claims (16)

In a vehicle cooling and heating system in which a compressor, an indoor condenser, an outdoor condenser, and an evaporator are connected to a refrigerant circulation line in which a refrigerant circulates,
an internal heat exchanger provided on the refrigerant circulation line to exchange heat with the refrigerant supplied to the evaporator through the outdoor condenser and the refrigerant supplied to the compressor through the evaporator;
a first bypass line branched from the refrigerant circulation line connecting the indoor condenser and the outdoor condenser and connected to a waste heat chiller, and selectively bypassing the refrigerant discharged from the indoor condenser to the waste heat chiller;
a second bypass line branched from the refrigerant circulation line connecting the internal heat exchanger and the evaporator and connected to a battery chiller, and selectively bypassing the refrigerant passing through the internal heat exchanger to the battery chiller;
a waste heat chiller connected to the compressor through a first bypass line in the refrigerant circulation line;
a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line;
a first electromagnetic valve provided in the first bypass line connected to the waste heat chiller and controlling a flow rate of refrigerant supplied to the waste heat chiller;
The second bypass line connected to the battery chiller includes a second electronic valve that regulates the flow rate of refrigerant supplied to the battery chiller;
a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the waste heat chiller to circulate coolant;
a second coolant line disposed to be spaced apart from the first coolant line and connecting the battery chiller and the battery of the vehicle to circulate coolant;
a third bypass line branching from the refrigerant circulation line between the outdoor condenser and the evaporator and bypassing the refrigerant that has passed through the outdoor condenser to the compressor;
a fourth bypass line branching from the first bypass line at the supply end of the waste heat chiller and bypassing the refrigerant that has passed through the indoor condenser to the evaporator;
a third solenoid valve provided on the third bypass line to open and close the third bypass line to selectively supply refrigerant supplied from the refrigerant circulation line to the compressor;
A fourth orifice is provided on the fourth bypass line in front of the evaporator and opens and closes the fourth bypass line to expand and selectively supply the refrigerant supplied from the refrigerant circulation line to the evaporator. solenoid valve; and
It includes a coolant control means connecting the first coolant line and the second coolant line and controlling the flow of coolant circulating in the first coolant line and the second coolant line,
In the dehumidifying mode in a heating state, the refrigerant that has passed through the indoor condenser recovers waste heat from electrical parts through a waste heat chiller connected to the first bypass line, and some of the refrigerant that has passed through the indoor condenser is transferred to the fourth bypass line. A vehicle cooling and heating system that improves dehumidification performance by circulating to the evaporator through a bypass line, and cools the battery by circulating the refrigerant that passed through the outdoor condenser to the battery chiller and the evaporator through the refrigerant circulation line in the cooling mode. . In claim 1,
The coolant control means is,
A connection line connecting the first coolant line and the second coolant line in parallel,
A cooling and heating system for a vehicle including a control valve installed in the first coolant line that circulates coolant to the waste heat chiller and the second coolant line that circulates coolant to the battery chiller to regulate the flow of coolant. In claim 2,
The control valve is,
A first direction switching valve installed at a branch point of the first coolant line at the inlet side of the waste heat chiller and the connection line,
A second direction switching valve installed at a branch point of the connection line connected to the first coolant line on the outlet side of the waste heat chiller,
A cooling and heating system for a vehicle including a third-way switching valve installed at a branch point of the second coolant line on the outlet side of the battery chiller connected to the connection line. In claim 2,
A vehicle cooling and heating system in which a reservoir tank for storing coolant is installed in the first coolant line, a first pump for circulating coolant is installed in the connection line, and a second pump for circulating coolant is installed in the second coolant line. . In claim 4,
The reservoir tank is provided with a bypass line connected to the second coolant line, and the first coolant line and the second coolant line are connected by the bypass line, so that overflow occurs in the first coolant line centered on the reservoir tank. A cooling and heating system for a vehicle, wherein the coolant that overflows from the coolant line and the coolant that overflows from the second coolant line flows into the second coolant line and the first coolant line, respectively. In claim 1,
A cooling and heating system for a vehicle further installing a heating means for heating the coolant circulating in the battery in the second coolant line. delete In claim 1,
A temperature-sensitive expansion valve is installed in front of the evaporator in the refrigerant circulation line to expand the refrigerant according to the temperature of the refrigerant at the outlet of the evaporator,
The expansion valve is a vehicle cooling and heating system including a first solenoid valve that opens and closes the refrigerant circulation line connected to the evaporator. delete In claim 1,
A PTC heater is installed adjacent to the indoor condenser to supply insufficient heating heat source,
A cooling and heating system for a vehicle in which an accumulator is installed to separate liquid refrigerant and gaseous refrigerant from the refrigerant supplied to the compressor and supply only the gaseous refrigerant to the compressor. In claim 1,
A first solenoid valve is installed at the front of the evaporator on the refrigerant circulation line,
A cooling and heating system for a vehicle, wherein a second solenoid valve is installed on the refrigerant circulation line in front of the inlet side of the outdoor condenser to open and close the refrigerant circulation line connected to the outdoor condenser. In claim 11,
In the cooling mode, the first solenoid valve and the second solenoid valve are opened, and the first electromagnetic valve installed in the first bypass line, the second electromagnetic valve installed in the second bypass line, the third solenoid valve, and A vehicle cooling and heating system in which the fourth solenoid valve is controlled to close. In claim 11,
In the battery cooling mode in the cooling mode, the first solenoid valve and the second solenoid valve are controlled to open, and the first electromagnetic valve, the third solenoid valve, and the fourth solenoid valve installed in the first bypass line are controlled to close. A cooling and heating system for a vehicle in which the second electromagnetic valve installed in the second bypass line is controlled to be open. In claim 11,
In the heating mode, the first solenoid valve, the second solenoid valve, and the fourth solenoid valve are closed, the first electromagnetic valve and the third solenoid valve installed in the first bypass line are opened, and the second solenoid valve is opened. A vehicle cooling and heating system in which the second electromagnetic valve installed in is controlled to be closed. In claim 11,
When in the dehumidifying mode in the heating mode, the first solenoid valve and the second solenoid valve are closed, and the third solenoid valve and the fourth solenoid valve are opened so that a portion of the refrigerant moving through the first bypass line flows to the evaporator. A cooling and heating system for a vehicle in which the first electronic valve installed in the first bypass line is opened and the second electronic valve installed in the second bypass line is closed. In claim 11,
When changing from the heating mode to the battery cooling mode, the second solenoid valve is opened, and the first electromagnetic valve, first solenoid valve, third solenoid valve, and fourth solenoid valve installed in the first bypass line are controlled to close. , A cooling and heating system for a vehicle in which the second electromagnetic valve installed in the second bypass line is controlled to be open.

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