KR102644749B1 - 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, wherein the refrigerant circulation line branches off between the indoor condenser and the outdoor condenser. an integrated chiller connected to the compressor through a first bypass line and a second bypass line that bypass the outdoor condenser, and having a first electromagnetic valve installed at the front end; a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the integrated chiller to circulate coolant; a second coolant line disposed to be spaced apart from the first coolant line and connecting the integrated chiller and the battery of the vehicle to circulate coolant; a second bypass line that branches off from the refrigerant circulation line between the outdoor condenser and the evaporator and moves the refrigerant that has passed through the outdoor condenser to the integrated chiller by bypassing the evaporator; a third bypass line that branches off at a rear end of the second bypass line on the refrigerant circulation line between the outdoor condenser and the evaporator, and moves the refrigerant that has passed through the outdoor condenser to the compressor by bypassing the evaporator; and 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, wherein the first electromagnetic valve is of the integrated chiller. It is installed at the front, and controls the flow rate of the refrigerant supplied to the integrated chiller by circulating along the first bypass line and the flow rate of the refrigerant supplied to the integrated chiller by circulating along the second bypass line, and the refrigerant A refrigerant direction switching valve is installed at a branch point of the first bypass line on the circulation line to change the direction of movement of the refrigerant moving into the refrigerant circulation line, and a first solenoid valve is installed at the front of the evaporator on the refrigerant circulation line. A second solenoid valve is installed on the second bypass line to open and close the second bypass line so that the refrigerant that has passed through the outdoor condenser is supplied to the integrated chiller, and on the third bypass line, the refrigerant is installed. A third solenoid valve is installed to open and close the third bypass line so that the refrigerant supplied from the circulation line to the compressor is selectively supplied, and in the heating mode, the refrigerant direction change valve is operated with the first solenoid valve closed. moves the refrigerant to the first bypass line and moves the refrigerant that has passed through the indoor condenser to the first bypass line without supplying it to the outdoor condenser, and the first electromagnetic valve installed at the front of the integrated chiller is The second solenoid valve is controlled to open and close to supply the refrigerant moving to the first bypass line to the integrated chiller, and the refrigerant accumulated in the outdoor condenser is not supplied to the integrated chiller and the evaporator. It is supplied to the compressor through a third bypass line, and in heating mode, the refrigerant that has passed through the indoor condenser circulates through the first bypass line to recover waste heat from electrical parts and is used in the battery in cooling and heating modes. During cooling, the refrigerant that has passed through the outdoor condenser circulates through the second bypass line to cool the battery cooling coolant, and in the cooling mode, the refrigerant that has passed through the outdoor condenser circulates to the evaporator through the refrigerant circulation line. Provides a cooling and heating system for vehicles.

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 into cold air by exchanging heat with the refrigerant flowing inside the evaporator, and the heating system is configured to cool the vehicle interior by heat-exchanging the air passing through the outside of the evaporator with the refrigerant flowing inside the evaporator. 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 Figure 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 was a problem with the temperature dropping and heating performance deteriorating.

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. At this time, the heat exchange performance is reduced due to a shortage of refrigerant due to the accumulation of refrigerant and freezing oil in the outdoor heat exchanger. There is a problem that heating performance deteriorates due to this deterioration and insufficient waste heat recovery from the electrical equipment.

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 in that a separate device for battery cooling and an additional flow path for battery cooling must be configured. On the other hand, when using air heat and coolant heat in series, the flow path becomes complicated due to the line configuration that bypasses the outdoor condenser during defrosting. Therefore, as multiple direction change valves are applied for cooling and heating, there is a disadvantage that the number and weight of parts increases and the refrigerant flow path may become complicated.

The present invention can improve heating performance by using the waste heat of electrical parts and the waste heat of the battery in addition to recovering the refrigerant accumulated in the outdoor heat exchanger, eliminating the accumulation of refrigerant and refrigeration oil in the outdoor condenser during the heating mode, and improving the flow path. The purpose is to provide a vehicle cooling and heating system that simplifies and efficiently manages battery heat.

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, wherein the refrigerant circulation line branches off between the indoor condenser and the outdoor condenser. an integrated chiller connected to the compressor through a first bypass line and a second bypass line that bypass the outdoor condenser, and having a first electromagnetic valve installed at the front end; a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the integrated chiller to circulate coolant; a second coolant line disposed to be spaced apart from the first coolant line and connecting the integrated chiller and the battery of the vehicle to circulate coolant; a second bypass line that branches off from the refrigerant circulation line between the outdoor condenser and the evaporator and moves the refrigerant that has passed through the outdoor condenser to the integrated chiller by bypassing the evaporator; a third bypass line that branches off at a rear end of the second bypass line on the refrigerant circulation line between the outdoor condenser and the evaporator, and moves the refrigerant that has passed through the outdoor condenser to the compressor by bypassing the evaporator; and 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, wherein the first electromagnetic valve is of the integrated chiller. It is installed at the front, and controls the flow rate of the refrigerant supplied to the integrated chiller by circulating along the first bypass line and the flow rate of the refrigerant supplied to the integrated chiller by circulating along the second bypass line, and the refrigerant A refrigerant direction switching valve is installed at a branch point of the first bypass line on the circulation line to change the direction of movement of the refrigerant moving into the refrigerant circulation line, and a first solenoid valve is installed at the front of the evaporator on the refrigerant circulation line. A second solenoid valve is installed on the second bypass line to open and close the second bypass line to supply the refrigerant that has passed through the outdoor condenser to the integrated chiller, and on the third bypass line, the refrigerant is installed. A third solenoid valve is installed to open and close the third bypass line so that the refrigerant supplied from the circulation line to the compressor is selectively supplied, and in the heating mode, the refrigerant direction change valve is operated with the first solenoid valve closed. moves the refrigerant to the first bypass line and moves the refrigerant that has passed through the indoor condenser to the first bypass line without supplying it to the outdoor condenser, and the first electromagnetic valve installed at the front of the integrated chiller is The second solenoid valve is controlled to be open and closed to supply the refrigerant moving to the first bypass line to the integrated chiller, and to supply the refrigerant accumulated in the outdoor condenser to the integrated chiller and the evaporator without supplying the refrigerant to the integrated chiller and the evaporator. It is supplied to the compressor through a third bypass line, and in heating mode, the refrigerant that has passed through the indoor condenser circulates through the first bypass line to recover waste heat from electrical parts and is used in the battery in cooling mode and heating mode. During cooling, the refrigerant that has passed through the outdoor condenser circulates through the second bypass line to cool the battery cooling coolant, and in the cooling mode, the refrigerant that has passed through the outdoor condenser circulates to the evaporator through the refrigerant circulation line. Provides a cooling and heating system for vehicles.

The cooling and heating system for a vehicle according to the present invention is equipped with a first coolant line connecting the electrical parts, the electrical radiator and the integrated chiller, and a second coolant line that is spaced apart from the first coolant line and connects the integrated chiller and the battery. By connecting the 1st and 2nd coolant lines with a coolant control means, in heating mode, waste heat from electrical parts and waste heat from the battery can be used through the integrated chiller to improve heating performance, and the refrigerant and refrigeration oil remaining in the outdoor condenser can be used. can be recovered to the compressor through the third bypass line, resolving the shortage of refrigerant and the backlog of refrigeration oil.

Additionally, in cooling mode, the battery can be cooled to manage the battery's heat. Therefore, a single integrated chiller can perform the functions of a waste heat chiller and a battery chiller, eliminating the need for a separate device or flow path to cool the battery, reducing the number of parts and simplifying the refrigerant flow path. In addition, expansion is possible during heating and battery cooling through a first electromagnetic valve installed at the front of the integrated chiller, making it efficient.

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, integrated 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 vehicle cooling and heating system 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 illustrating a state in which refrigerant circulates in a battery cooling mode from a heating mode state of the vehicle cooling and heating system according to the present invention.
Figure 8 is a diagram showing the integrated chiller and the first electromagnetic valve 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 , an expansion valve 180 including an integrated chiller 150, a first coolant line (W1), a second coolant line (W2), a coolant control means 170, and a first solenoid valve 181. ), an internal heat exchanger 190, a PTC heater 200, an accumulator 210, a refrigerant direction change valve 220, a second solenoid valve 240, and a third solenoid valve 230.

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 a refrigerant circulation line (R) between the outdoor condenser 130 and the integrated chiller 150. It is branched and has a second bypass line (R2) that bypasses the refrigerant that has passed through the outdoor condenser (130) to the integrated chiller (150), and the first bypass line (R1) and the second bypass line The pass line (R2) is installed and connected to the integrated chiller (150). 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. A line (R3) is provided.

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 passes through the outdoor condenser 130 in the refrigerant circulation line (R) and is discharged from the evaporator 140, and the refrigerant circulation line ( R), the refrigerant passed through the outdoor condenser 130, passes through the second bypass line (R2), 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.

An integrated chiller 150 is installed on the first bypass line (R1) and the second bypass line (R2), and the integrated chiller 150 is configured to cool the refrigerant flowing through the first bypass line (R1) and Heat exchange occurs between the coolant circulating in the first coolant line (W1), which will be described later, and the refrigerant flowing in the second bypass line (R2) and the coolant that circulates in the second coolant line (W2), which will be described later, are exchanged.

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 integrated chiller 150 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, refrigerant circulates through the first bypass line (R1). At this time, the integrated chiller 150 exchanges heat between the refrigerant in the first bypass line (R1), the coolant circulating in the first coolant line (W1), and the coolant circulating in the second coolant line (W2), thereby dissipating the waste heat of the electrical parts. Of course, the waste heat of the battery (B) can also be used to improve 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 electric radiator 132, the electric parts, and the integrated chiller 150 are connected by a first coolant line (W1), and the integrated chiller 150 and the vehicle battery (B) are connected by a second coolant line (W2). 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).

An integrated 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), the battery (B), and the integrated chiller 150 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 is low, the temperature of the battery (B) is lowered to below zero. 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 integrated chiller (150) 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 the waste heat of the electrical parts, the waste heat of the battery (B), and the refrigerant and refrigeration oil accumulated in the outdoor condenser (130) through the integrated 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 and the integrated chiller 150 in parallel, and the control valve 174 connects the first coolant line (W1) and the second coolant line (W1). It is installed in the 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 integrated chiller 150, 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 integrated chiller 150 and the connection line 172, and the integrated chiller ( 150), 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, and the integrated chiller (174b) connected to the connection line (172). 150) and includes a third direction switching valve (174c) installed at the 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.

At the front end of the integrated chiller 150, which is connected to the first bypass line (R1) and the second bypass line (R2) on the refrigerant circulation line (R), the refrigerant supplied to the integrated chiller (150) is A first electromagnetic valve (EXV1) that controls the flow rate is provided. That is, the first electromagnetic valve (EXV1) is installed integrally with the integrated chiller 150 at the front end of the integrated chiller 150, and circulates along the first bypass line (R1) to the integrated chiller (150). The flow rate of the refrigerant supplied and the flow rate of the refrigerant supplied to the integrated chiller 150 by circulating along the second bypass line (R2) can be adjusted.

Referring to Figures 3 and 4, the first electromagnetic valve EXV1 is closed in the cooling mode, and is opened in the battery cooling mode from the cooling mode. That is, expansion is possible during heating and battery cooling through one first electromagnetic valve (EXV1), so the number of parts can be reduced and the flow path can be simplified.

Meanwhile, referring to Figure 8, the integrated chiller 150 is connected to the compressor 110 through the first bypass line (R1) and the second bypass line (R2) in the refrigerant circulation line (R) and is connected to the front end. The first electromagnetic valve (EXV1) is installed. In the heating mode, the integrated chiller 150 circulates the refrigerant passing through the indoor condenser 120 to the first bypass line (R1) to recover waste heat from the electrical parts, and in battery cooling, the outdoor condenser ( 130) The refrigerant that has passed is configured to circulate through the second bypass line (R2) to cool the battery. Therefore, the integrated chiller 150 can cool the battery without an additional flow path for battery cooling, and one integrated chiller 150 functions as a waste heat chiller of the electrical parts during heating and as a battery chiller when cooling the battery. It is possible to perform. Therefore, the integrated chiller 150 can cool the battery without an additional flow path for battery cooling. The integrated chiller 150 includes a refrigerant inlet 151, a refrigerant outlet 152, a first coolant inlet 154a, a first coolant outlet 154b, a second coolant inlet 155a, and a second coolant. It may include an outlet (155b).

The refrigerant inlet 151 is a passage for supplying refrigerant to the integrated chiller 150, and the refrigerant circulating in the first bypass line (R1) or the second bypass line (R2) flows through the refrigerant inlet ( 151), passes through the first electromagnetic valve (EXV1), expands, and is then supplied to the integrated chiller (150).

The first coolant inlet (154a) is a passage for introducing coolant into the integrated chiller (150), and the coolant circulating in the first coolant line (W1) through the first coolant inlet (154a) flows into the integrated chiller. Supplied as (150).

The second coolant inlet (155a) is a passage for introducing coolant into the integrated chiller (150), and the coolant circulating in the second coolant line (W2) through the second coolant inlet (155a) flows into the integrated chiller. Supplied as (150).

The first coolant outlet (154b) is a passage for discharging coolant to the outside of the integrated chiller 150, and the coolant flows into the first coolant inlet (154a) through the first coolant outlet (154b). After heat exchange with the refrigerant, it is discharged to the outside of the integrated chiller (150).

The second coolant outlet (155b) is a passage for discharging coolant to the outside of the integrated chiller 150, and the coolant flows into the second coolant inlet (155a) through the second coolant outlet (155b). After heat exchange with the refrigerant, it is discharged to the outside of the integrated chiller (150).

The refrigerant outlet 152 is a passage for discharging the refrigerant to the outside of the integrated chiller 150, and after the refrigerant exchanges heat with the coolant flowing into the first coolant inlet 154a and the second coolant inlet 155a. , is discharged to the outside of the integrated chiller 150 through the refrigerant outlet 152. That is, in the heating mode and battery cooling mode, the refrigerant flows into the refrigerant inlet 151, expands through the first electromagnetic valve EXV1, exchanges heat with the coolant, and flows to the accumulator 210 through the refrigerant outlet 152. It may leak.

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.

The refrigerant direction switching 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, The third bypass line (R3) has a third solenoid valve 230 that opens and closes the third bypass line (R3) to selectively supply refrigerant from the refrigerant circulation line (R) to the compressor 110. It is desirable to have it installed. The refrigerant direction switching valve 220 is used to move the refrigerant in three directions and allows the refrigerant to be selectively supplied to the first bypass line (R1). That is, the refrigerant direction switching valve 220 is provided at a branch point of the refrigerant circulation line (R) and the first bypass line (R1), and the refrigerant is selectively released to the outside by opening and closing the refrigerant direction changing valve 220. It can be supplied to the condenser 130 and the first bypass line (R1).

As shown in FIGS. 4, 6, and 7, the first solenoid valve 181, the second solenoid valve 240, the third solenoid valve 230, and the first direction change valve (174a) , the refrigerant circulation line (R), the first bypass line (R1), and the second bypass line (R2) through control of the second direction change valve (174b) and the third direction change valve (174c), The flow of refrigerant through the third bypass line (R3) and the flow of coolant between the first coolant line (W1) and the second coolant line (W2) are controlled 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 integrated chiller 150 also circulates to the battery B through the second coolant line W2 and is controlled by the coolant control means 170 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 integrated chiller 150 of the second coolant line (W2) are circulated to the battery (B) to cool the battery (B). B) is cooled. At this time, the refrigerant does not circulate to the first bypass line (R1) of the integrated chiller 150, but the refrigerant circulates to the second bypass line (R2) of the integrated chiller (150).

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) and prevent coolant from circulating through 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), and at this time, the refrigerant does not circulate to the first bypass line (R1) of the integrated chiller (150), and the integrated chiller (150) It is desirable to control the refrigerant to circulate to the second bypass line (R2) of the 150) and to control the coolant not to circulate to the full-length radiator 132.

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 refrigerant flow moves to the outdoor condenser 130 through the refrigerant direction switching valve 220 when the first solenoid valve 181 is open. At this time, the first electromagnetic valve (EXV1) and the third solenoid valve 230 installed at the front of the integrated chiller 150 are controlled to close. That is, the refrigerant flows through the compressor 110, the indoor condenser 120, the refrigerant direction change valve 220, the outdoor condenser 130, the first solenoid valve 181, the evaporator 140, and the accumulator 210. It then 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, and the flow of refrigerant is such that when the first solenoid valve 181 is open, the refrigerant direction change valve 220 moves the refrigerant to the outdoor condenser 130. do. At this time, the first electromagnetic valve (EXV1) installed at the front of the integrated chiller 150 is controlled to be open, the third solenoid valve 230 is controlled to be closed, and the second solenoid valve 240 is controlled to be open. controlled as possible. That is, a part of the refrigerant passes through the compressor 110 and the indoor condenser 120 and then circulates from the outdoor condenser 130 to the evaporator 140 and the compressor 110, and the other part of the refrigerant flows through the compressor 110 and the compressor 110. , After passing through the indoor condenser 120, it branches off through the second bypass line (R2) and circulates to the integrated chiller 150 and compressor 110 to cool the vehicle interior and cool the battery. 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 integrated chiller 150 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 shows the heating mode. In the heating mode, the flow of refrigerant moves to the first bypass line (R1) when the first solenoid valve 181 is closed. The first electromagnetic valve (EXV1) and the third solenoid valve 230 installed at the front of the integrated chiller 150 are controlled to open, and the second solenoid valve 240 is controlled to close. That is, the refrigerant flows through the compressor 110, the indoor condenser 120, and the first bypass line (R1) to the first electromagnetic valve (EXV1), the integrated chiller (150), the accumulator (210), and the compressor (110). It circulates to heat the car interior. In addition, the refrigerant and refrigeration oil remaining in the outdoor condenser 130 are returned to the compressor 110 through the third bypass line 30, thereby eliminating 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) and the coolant heated in the battery (B) of the second coolant line (W2) are integrated into the second coolant line (W2). The coolant control means 170 controls the coolant to circulate to the chiller 150.

Figure 6 shows the dehumidifying mode in the heating mode. Looking at the flow of refrigerant, the first solenoid valve 181 is opened, and the refrigerant direction change valve 220 moves the refrigerant to the outdoor condenser 130. Additionally, the first electromagnetic valve (EXV1) and the second solenoid valve 220 installed at the front of the integrated chiller 150 are opened, and the third solenoid valve 230 is closed. That is, part of the refrigerant passes through the compressor 110 and the indoor condenser 120, and then circulates through the outdoor condenser 130, the integrated chiller 150, the accumulator 210, and the compressor 110 to heat the vehicle interior. I do it. A portion of the refrigerant passes through the compressor 110 and the indoor condenser 120, then the second solenoid valve 180 and the evaporator 140, and then circulates through the accumulator 210 and compressor 110 to collect heat from outside air. When used as an additional heat source, it increases the dehumidification efficiency of the car interior. 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 first bypass line (R1) and to prevent the coolant from circulating in the full-length radiator 132.

Figure 7 shows the battery cooling mode in the heating mode. Looking at the flow of refrigerant, when the first solenoid valve 181 is closed, the refrigerant direction switching valve 220 flows refrigerant to the outdoor condenser 130. The first electromagnetic valve (EXV1) and the second solenoid valve 240 installed at the front of the integrated chiller 150 are controlled to open, and the third solenoid valve 230 is controlled to close. That is, after the refrigerant passes through the compressor 110 and the indoor condenser 120, it passes through the outdoor condenser 130 and the integrated chiller 150 in the second bypass line (R2) to the accumulator 210 and the compressor. As it circulates to (110), it uses outside air heat as an additional heat source, increasing the heating efficiency of the car interior. When looking at the flow of coolant in the battery cooling mode in the heating mode, the coolant heated in the electric part of the first coolant line (W1) is controlled to circulate to the integrated chiller (150) of the second coolant line (W2), and the second coolant line (W2) is controlled to circulate. It is desirable to control the coolant control means 170 to circulate the coolant heated in the battery B of the coolant line W2 to the integrated chiller 150 and to prevent the coolant from circulating to the full-length radiator 132.

The cooling and heating system for a vehicle according to the present invention includes a first coolant line (W1) connecting the electric unit, the electric radiator 132, and the integrated chiller 150, and is arranged to be spaced apart from the first coolant line (W1) and includes an integrated chiller. The second coolant line (W2) connecting (150) and the battery (B) is installed, and the first and second coolant lines (W1, 2) are connected to the coolant control means (170), so that in the heating mode, the integrated chiller ( 150), waste heat from electrical parts and waste heat from the battery can be used to improve heating performance, and heat management of the battery is possible by cooling the battery in cooling mode. Therefore, a single integrated chiller (150) can perform the functions of a waste heat chiller and a battery chiller, so a separate device and flow path for cooling the battery is not required, thereby reducing the number of parts and simplifying the refrigerant flow path. In addition, expansion is possible during heating and battery cooling through a first electromagnetic valve (EXV1) installed at the front of the integrated chiller (150), making it efficient.

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 integrated chiller ( 150) 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: Integrated chiller 151: Refrigerant inlet
152: Refrigerant outlet 154a: First coolant inlet
154b: first coolant outlet 155a: second coolant inlet
155b: Second coolant outlet 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: Refrigerant direction change valve 230: Third solenoid valve
240: 2nd solenoid valve W1: 1st coolant line
W2: Second coolant line R: Refrigerant circulation line
R1: 1st bypass line R2: 2nd bypass line
R3: Third bypass line B: Battery
H: Heating means EXV1: First electromagnetic valve

Claims (17)

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,
The refrigerant circulation line is branched between the indoor condenser and the outdoor condenser and is connected to the compressor through a first bypass line and a second bypass line that bypass the outdoor condenser, and a first electromagnetic variable is installed at the front end. With an integrated chiller;
a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the integrated chiller to circulate coolant;
a second coolant line disposed to be spaced apart from the first coolant line and connecting the integrated chiller and the battery of the vehicle to circulate coolant;
a second bypass line that branches off from the refrigerant circulation line between the outdoor condenser and the evaporator and moves the refrigerant that has passed through the outdoor condenser to the integrated chiller by bypassing the evaporator;
a third bypass line that branches off at a rear end of the second bypass line on the refrigerant circulation line between the outdoor condenser and the evaporator, and moves the refrigerant that has passed through the outdoor condenser to the compressor by bypassing the evaporator; and
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,
The first electromagnetic valve is installed at the front of the integrated chiller to control the flow rate of the refrigerant supplied to the integrated chiller by circulating along the first bypass line and the flow rate of the refrigerant supplied to the integrated chiller by circulating along the second bypass line. Controls the flow rate of refrigerant,
A refrigerant direction switching valve is installed at a branch point of the first bypass line on the refrigerant circulation line to change the direction of movement of the refrigerant moving into the refrigerant circulation line,
A first solenoid valve is installed at the front of the evaporator on the refrigerant circulation line,
A second solenoid valve is installed on the second bypass line to open and close the second bypass line so that the refrigerant that has passed through the outdoor condenser is supplied to the integrated chiller,
A third solenoid valve is installed on the third bypass line to open and close the third bypass line to selectively supply the refrigerant supplied from the refrigerant circulation line to the compressor,
In the heating mode, with the first solenoid valve closed, the refrigerant direction switching valve moves the refrigerant to the first bypass line, so that the refrigerant that has passed through the indoor condenser is not supplied to the outdoor condenser, but the first solenoid valve is closed. moves to the bypass line, and the first electromagnetic valve installed at the front of the integrated chiller is controlled to open and the second solenoid valve is closed to supply the refrigerant moved to the first bypass line to the integrated chiller, The refrigerant accumulated in the outdoor condenser is not supplied to the integrated chiller and the evaporator, but is supplied to the compressor through the third bypass line,
In the heating mode, the refrigerant passing through the indoor condenser circulates to the first bypass line to recover waste heat from the electrical parts, and when cooling the battery in the cooling mode and heating mode, the refrigerant passing through the outdoor condenser is circulated to the first bypass line. A vehicle cooling and heating system that circulates through 2 bypass lines to cool the battery cooling coolant, and in the cooling mode, refrigerant that has passed through the outdoor condenser is circulated to the evaporator through the refrigerant circulation line. 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 integrated chiller and the second coolant line that circulates coolant to the integrated 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 integrated 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 integrated 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 integrated 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. In claim 1,
An internal heat exchanger is installed on the refrigerant circulation line to exchange heat between the refrigerant supplied to the evaporator through the outdoor condenser and the refrigerant supplied to the compressor through the evaporator. 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. delete In claim 1,
In the cooling mode, with the first solenoid valve open, the refrigerant direction change valve moves the refrigerant to the outdoor condenser, and the first electromagnetic valve, the second solenoid valve, and the third installed at the front of the integrated chiller A vehicle cooling and heating system in which the solenoid valve is controlled to close. In claim 1,
In the battery cooling mode in the cooling mode, the refrigerant direction change valve moves the refrigerant to the outdoor condenser while the first solenoid valve is open, and the third solenoid valve is controlled to close, and the front end of the integrated chiller A cooling and heating system for a vehicle in which the first electromagnetic valve and the second solenoid valve installed in are controlled to open. delete In claim 1,
When in the dehumidifying mode in the heating mode, with the first solenoid valve open, the refrigerant direction change valve moves the refrigerant to the outdoor condenser, and the first electromagnetic valve and the second solenoid valve installed at the front of the integrated chiller is open, and the third solenoid valve is closed. In claim 1,
In the battery cooling mode in the heating mode, the refrigerant direction change valve moves the refrigerant to the outdoor condenser when the first solenoid valve is closed, and the first electromagnetic valve and the second installed at the front of the integrated chiller A vehicle cooling and heating system in which the solenoid valve is controlled to open and the third solenoid valve is controlled to close. In claim 1,
The integrated chiller,
a refrigerant inlet through which the refrigerant circulating in the first bypass line or the second bypass line is supplied to the integrated chiller through the first electromagnetic valve;
a first coolant inlet through which coolant circulating in the first coolant line is supplied to the integrated chiller;
a first coolant outlet through which the coolant flowing into the first coolant inlet exchanges heat with the refrigerant flowing into the integrated chiller and is then discharged to the outside of the integrated chiller;
a second coolant inlet through which coolant circulating in the second coolant line is supplied to the integrated chiller;
a second coolant outlet through which the coolant flowing into the second coolant inlet exchanges heat with the refrigerant flowing into the integrated chiller and is then discharged to the outside of the integrated chiller;
After the refrigerant flowing into the refrigerant inlet exchanges heat with the coolant flowing into the first coolant inlet and the second coolant inlet, it includes a refrigerant outlet through which the refrigerant is discharged to the outside of the integrated chiller,
A cooling and heating system for a vehicle in which the first electromagnetic valve is installed integrally with the integrated chiller.

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