KR20180117861A - Vehicle thermal management system and method - Google Patents

Abstract

The present invention discloses a heat management system and method for a vehicle, capable of efficiently self-cooling electronic components (electronic devices) for an autonomous driving vehicle, respectively and improving cooling performance by increasing heat efficiency. The heat management system for a vehicle includes a first heat management system for cooling the electronic components required for the autonomous driving of the vehicle through a self-cooling structure. The first heat management system includes a loop type heat pipe in which an inner refrigerant is evaporated in an evaporator by heating of the electronic components, the evaporated refrigerant is cooled in a condenser (220) and then is circulated to the evaporator.

Description

[0001] VEHICLE THERMAL MANAGEMENT SYSTEM AND METHOD [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a thermal management system and method for a vehicle, and more particularly, to a thermal management system and method for a vehicle for cooling or heating an electronic device of an autonomous navigation system.

Generally, an autonomous system of a vehicle is provided with an electronic device such as a computer, a lidar, a radar, and a sensor. In order to autonomously drive the vehicle, a series of thermal management for cooling or heating electric components including the above-described electronic device is indispensably required.

In addition, U.S. Patent No. 7841431 (Nov. 30, 2010), which is filed on the same date, includes a power train cooling subsystem, a refrigeration subsystem, a battery cooling subsystem, A vehicle thermal management system comprising a HVAC subsystem (heating, ventilation and cooling subsystem) has been disclosed.

A conventional vehicle thermal management system includes an HVAC subsystem having a cooling subsystem including a coolant and a heat exchanger, a first coolant loop having heating means and cooling means, a power delivery cooling subsystem having a radiator and a second coolant loop, And means for controllably connecting the first coolant loop and the second coolant loop.

The refrigerant flows through the first coolant loop, and the motor compressor, the condenser, the expansion valve, and the chiller are sequentially provided in the flow direction of the coolant. The motor compressor sucks the refrigerant, compresses it, and discharges it to the gas state of high temperature and high pressure. The condenser exchanges heat between the air blown from the blower and the refrigerant. An expansion valve is disposed between the condenser and the chiller to expand the refrigerant. The chiller exchanges the low-temperature low-pressure refrigerant expanded in the expansion valve with the cooling water in the cooling water line.

Further, the second coolant loop flows inside the coolant and cools or heats the power transmission means such as a motor. The cooling water that has been heat-exchanged with the motor flows through the low-temperature radiator (LTR) to the heat storage unit, or passes through the chiller, exchanges heat with the refrigerant, and then flows to the heat storage unit. The cooling water line is provided with a water pump for circulating the cooling water.

The conventional heat management system for a vehicle can not stably and continuously cool the heat source portion in the event of a system failure, and thus, when applied to an autonomous vehicle, autonomous travel itself may become impossible. In the worst case, an accident may occur due to malfunction of autonomous driving.

In addition, since the conventional heat management system for a vehicle requires a package space of a substantial portion of a vehicle, there is a problem in applicability. Further, when a large capacity of cooling performance is required in a small space, there is a problem that the size of the blower becomes large.

In addition, since one module sucks the outside air and the temperature-raised air needs to be discharged to the outside, there is a problem that the air flows back to the inlet again from the structure that is blown out to the outside, A separate air duct is required to install the structure for preventing such a problem, and there is a problem that design restrictions are imposed on the vehicle installation package.

Patent Document 1: U.S. Patent No. 7841431 (November 30, 2010) Patent Document 2: Japanese Patent Application Laid-Open No. 2000-146471 (May 26, 2000)

In order to solve such conventional problems, the present invention provides a system and method for a vehicle thermal management system that can efficiently cool the electronic parts (electronic apparatus) for an autonomous vehicle, respectively, and increase the thermal efficiency to improve the cooling performance.

In addition, the present invention provides a system and method for a vehicle thermal management system in which means for heat management for electrical components (electronic devices) for an autonomous vehicle are configured to be multiplexed, multiplexed, and diversified, and efficiently interlocked with each other.

The heat management system for a vehicle according to the present invention includes a first heat management system for cooling electrical parts required for autonomous traveling of a vehicle through its own cooling structure, wherein the first heat management system comprises: And a loop type heat pipe in which the evaporated refrigerant is evaporated in the evaporating portion and the evaporated refrigerant is cooled in the condensing portion 220 and then circulated to the evaporating portion.

In the above, the evaporator is provided on the electric component and performs heat exchange with the electric component heater.

In the above, at least one of the evaporator and the condenser has a wick structure.

The evaporating unit and the condensing unit all have a wick structure, and the evaporating wick has a rectangular wick structure in cross section, and the condensing wick has a circular wick structure in cross section.

In the above, a plurality of evaporators are provided, and each evaporator is disposed in a heating element of each electric component.

In the above, the condenser is divided into a plurality of regions in one module, and each evaporator is connected to each divided region.

The condenser includes a plurality of heat exchangers cooled by a coolant, each of the heat exchangers is provided with a first connection portion, a second connection portion is provided in a refrigerant passage connected to the evaporator portion, 1 connection.

The gas refrigerant passage is a passage through which the refrigerant evaporated in the evaporator flows to the condenser. And a liquid refrigerant flow path which is a passage through which the refrigerant condensed in the condensing portion flows to the evaporation portion, wherein the gas refrigerant flow path and the liquid refrigerant flow path are made of a flexible pipe.

According to another aspect of the present invention, there is provided a heat management system for a vehicle, comprising: a first heat management system for cooling electric parts necessary for autonomous travel of the vehicle through its own cooling structure; and a second heat management system for cooling electric parts using a separate refrigerant or coolant cycle Wherein the first heat-management system includes an evaporator for heat-exchanging with electrical components, the evaporator having multiple plumbing lines, each plumbing line having a different cooling of the first heat-management system and the second heat- Lt; / RTI >

In the above, each piping line selectively uses the heat source of each cooling means.

In the above, the evaporator has a plate-shaped cold plate in contact with the heating element of the electric component.

In the above, the piping line includes a first pipe for heat-exchanging with the first heat-conducting system, and a second pipe for heat-exchanging with the second heat-conducting system, and the coolant flows to the first pipe, .

The method for heating a vehicle according to the present invention comprises the steps of: measuring a temperature of an electric component heating element required for self-running of a vehicle; Determining whether to enter the safe mode; Comparing the temperature of the heating element with a first reference temperature when the heating mode is not in the safe mode; Operating a first thermal management system to cool the electrical component through its cooling structure when the temperature of the heating element is above a first reference temperature; Comparing the temperature of the heating element with a second reference temperature; Operating a second thermal management system that cools the electrical components using a separate refrigerant or coolant cycle when the temperature of the heating element is greater than or equal to a second reference temperature; Comparing the temperature of the heating element with a third reference temperature; And activating an alarm when the temperature of the heating element is equal to or higher than a third reference temperature.

In the step of determining whether the safe mode is entered, the step of activating the second heat management system is performed when the safe mode is entered.

In the above, the safe mode is performed in the case of a heat radiation performance degradation state satisfying a specific condition of at least one of a high ambient temperature, an idle, a high temperature of a heating element, and a high temperature of a room.

The system and method for heating a vehicle according to the present invention are configured to absorb heat from a heating element and dissipate heat on the cooling fluid side, which is a position where heat dissipation is favorable, and have a high cooling efficiency and a compact structure. Also, through the structure of the loop type heat pipe, the capillary force is generated by the wick structure of the porous layer, and the refrigerant circulates without demanding the pump, so that it operates with no force, and has durability.

In addition, through the multi thermal terminal structure, it is possible to perform efficient heat dissipation in an advantageous and simple configuration in terms of expandability, and it is possible to perform heat dissipation for a heating element having a relatively large heat generation and a heat generating element having a relatively small heat generation The optimum cooling efficiency can be obtained.

FIG. 1 is a schematic view showing a vehicle thermal management system according to an embodiment of the present invention,
2 illustrates a first thermal management system according to an embodiment of the present invention,
FIG. 3 is a perspective view showing the inside of a condensing wick according to an embodiment of the present invention,
4 is a cross-sectional view of Fig. 3,
5 is a perspective view showing the inside of the evaporating boiler according to the embodiment of the present invention,
Fig. 6 is a sectional view of Fig. 5,
Figure 7 illustrates a first thermal management system according to a variant of Figure 2,
8 is an enlarged perspective view of the condenser of Fig. 7,
9 schematically shows a heat management system for a vehicle according to a modification of the present invention,
10 is a configuration diagram of Fig. 9,
Figs. 11 and 12 show operation examples of Fig. 10,
FIG. 13 is a flowchart illustrating a heat management method for a vehicle according to an embodiment of the present invention.

Hereinafter, a technical configuration of a vehicle heat management system and method will be described in detail with reference to the accompanying drawings.

1 is a block diagram schematically illustrating a heat management system for a vehicle according to an embodiment of the present invention.

1, an automotive heat management system according to an embodiment of the present invention includes electronic components 110 of an autonomous vehicle 100 such as a computer 112, a rider, a radar, and a sensor 111, The first thermal management system 200 and the second thermal management system 400. As shown in FIG. The second thermal management system 400 cools the electrical component 110 using a separate refrigerant or coolant cycle, the detailed configuration of which will be described below.

The first thermal management system 200 is a self cooling system that cools the electrical components 110 of the autonomous vehicle through its own cooling structure. The first heat management system 200 performs cooling of the electrical component 110 using at least one of heat dissipation, conduction, and convection, and does not have a separate power source such as an electric compressor (refrigerant cycle) And cooling the electrical component 110 through a cooling structure.

FIG. 2 is a perspective view of a first thermal management system according to an embodiment of the present invention. FIG. 3 is a perspective view showing the interior of a condensing wick according to an embodiment of the present invention, FIG. 4 is a cross- FIG. 5 is a perspective view showing the inside of an evaporating boiler wick according to an embodiment of the present invention, and FIG. 6 is a sectional view of FIG.

Referring to FIGS. 2-6, the first thermal management system 200 includes Loop Heat Pipes. In the loop type heat pipe, the refrigerant inside the evaporator 210 is evaporated by the heating of the electric component 110, and the evaporated refrigerant is cooled in the condenser 220 and circulated to the evaporator 210 again.

More specifically, the first heat management system 200 includes a gas refrigerant passage 230 that is a passage through which the refrigerant evaporated in the evaporator 210 flows to the condenser 220, And a liquid coolant passage 240 as a passage through which the refrigerant flows to the evaporator 210.

The refrigerant in the evaporator 210 evaporates due to the heat generated by the heating element 210 and is transferred to the condenser 220 through the gas refrigerant passage 230 in a gaseous state. The refrigerant flows from the condenser 220 to the heat- And is then transferred to the evaporator 210 through the liquid coolant flow passage 240. The liquid coolant flow path 240 is formed in the evaporator 210,

The loop type heat pipe has a wick structure made of a porous shape. The wick structure is provided inside at least one of the evaporator 210 and the condenser 220. The pumping force due to the capillary phenomenon is generated through the wick structure, and the circulation of the refrigerant can be performed without a separate pump.

In this embodiment, both the evaporator 210 and the condenser 220 have a wick structure. As shown in FIGS. 3 and 4, the condensation wick 221 has a circular wick structure in cross-section. In addition, as shown in FIGS. 5 and 6, the evaporation wick 211 has a rectangular wick structure in cross-section. Since both the evaporator 210 and the condenser 220 have a wick structure, the capillary force can be further increased and the heat transfer performance can be improved as compared with a structure having a wick structure only in the evaporator.

The evaporator 210 is provided on the electrical component 110 and exchanges heat with the electrical component 210. Preferably, the evaporator 210 has a rectangular cross-section (plate shape), and has a rectangular wick structure corresponding to the cross-sectional view of the evaporation wick 211 therein. The evaporator 210 directly contacts the heating element (heating element) of the electric component 110 to cool the heating element by conduction. Since the heating element is formed in a plate-like shape that mainly forms the surface heating, the evaporating wick 211 of the evaporating portion 210 has a rectangular wick structure, and the heat of the heating element can be recovered more efficiently.

The condenser 220 may include a heat-dissipating fan 250 and may be cooled by air-cooling or may be water-cooled using cooling water (coolant). The condensing part 220 has a cylindrical shape and has a circular wick structure corresponding to the sectional view of the condensing wick 221 inside the condensing part 220. That is, the condenser 220 is formed of a circular tube-shaped refrigerant tube having a simple structure of the radiating fin, and has a circular wick structure inside the tube, thereby improving heat transfer efficiency.

Because of the double wick structure provided in both the evaporator 210 and the condenser 220, the heat transfer performance between the evaporator 210 and the condenser 220 is greatly improved. As a result, A high heat transfer efficiency can be achieved even with the size of the condenser portion.

The first heat management system 200 is for dissipating local heat generated in a vehicle power device such as a computer 112, a rider, a radar, and a sensor 111, a heating element, and the like. The first heat management system 200 is configured to absorb heat of the heating element with a high heat transfer coefficient and to dissipate heat on the side of the cooling fluid which is more advantageous in heat dissipation, and has a high cooling efficiency and a compact structure. Also, through the structure of the loop type heat pipe, the capillary force is generated by the wick structure of the porous layer, and the refrigerant circulates without demanding the pump, so that it operates with no force, and has durability.

FIG. 7 illustrates a first thermal management system according to a modification of FIG. 2, and FIG. 8 is an enlarged perspective view of the condenser of FIG.

Referring to FIGS. 7 and 8, the evaporator 210 includes a plurality of evaporators. In this case, each evaporator 210 is disposed in a heating element of each electric component 110. For example, the first evaporator is disposed and heat exchanged with the first evaporator, the second evaporator is disposed and heat exchanged with the second evaporator, and the third evaporator is disposed in the power device for heat exchange. As described above, the plurality of evaporators 210 are disposed in the heating elements of the electric components 110, respectively, to cool the heating elements.

The condenser 220 is divided into a plurality of regions in one module, and each evaporator 210 is connected to each of the divided regions. In this case, the gas refrigerant passage 230 and the liquid refrigerant passage 240 are made of a flexible pipe. When a plurality of evaporator units 210 are provided, the heaters in different positions can be transferred to one condenser unit 220 and heat can be dissipated. Thus, the structure of the system is simple, And reduce costs.

As shown in FIG. 8, the condenser 220 may be formed in one module, partially through a tank and manifold 229 split structure, with some of the area formed as a first condenser and the other area as a second condenser, It is possible to divide the condensing portion of the condenser.

As described above, the heat dissipation can be effectively performed with a simple and simple configuration in view of the expansion through the multi thermal terminal structure, and the heat generation of the electric component 110 is relatively large and the heat generation is relatively small An optimal cooling efficiency can be obtained by appropriately selecting the amount of heat radiation to the heat generating element.

FIG. 9 is a schematic view of a heat management system for a vehicle according to a modification of the present invention. FIG. 10 is a configuration diagram of FIG. 9, and FIGS. 11 and 12 show an operation example of FIG. In the present embodiment, only differences from the above-described embodiment will be described in detail.

9 to 12, a vehicle thermal management system according to a modification of the present invention includes a first thermal management system 200 and a second thermal management system 400. [ The first thermal management system 200 cools the electrical components 110 required for autonomous travel of the vehicle through its own cooling structure. The second thermal management system 400 cools the electrical components 110 using a separate refrigerant or coolant cycle.

The first thermal management system 200 includes Loop Heat Pipes. In the loop type heat pipe, the refrigerant inside the evaporator 210 is evaporated by the heating of the electric component 110, and the evaporated refrigerant is cooled in the condenser 220 and circulated to the evaporator 210 again. The first heat management system 200 includes a gas refrigerant passage 230 through which the refrigerant evaporated in the evaporator 210 flows to the condenser 220 and a refrigerant condensed in the condenser 220 flows through the evaporator 210 And a liquid refrigerant passage 240 which is a passage through which the refrigerant flows. The loop type heat pipe has a wick structure made of a porous shape.

The evaporator 210 is heat exchanged with the electrical components 110 and has multiple piping lines. Each piping line is connected to different cooling means of the first thermal management system 200 and the second thermal management system 400. In this embodiment, the piping line consists of a double line, one cooling means is the condenser 220 of the first thermal management system 200 and the other cooling means is the chiller of the second thermal management system 400 414).

The condenser 220 includes a plurality of heat exchangers that are cooled by a coolant. Each heat exchanger is provided with a first connection part in the form of a female plug and a second connection part in the form of a male plug is provided in the refrigerant flow path connected to the evaporation part 210. [ The second connection portion is inserted into the first connection portion, and the refrigerant is heat-exchanged with each heat exchanger. The second connection portion is selectively connected to the first connection portion, so that the number of the plurality of heat exchangers to be operated can be appropriately controlled according to the heat radiation load.

The evaporator 210 has a plate-like cold plate 219 contacting the heating element of the electric component 110. The cold plate 219 comes into surface contact with the heating element to cool the heating element by conduction. The piping line includes a first piping 216 for performing heat exchange with the first heat management system 200 and a second piping 217 for performing heat exchange with the second heat management system 400. The first pipe 216 and the second pipe 217 are evenly embedded in the cold plate 219 as a whole. The refrigerant flows into the first pipe 216 and the cooling water flows into the second pipe 217. Each piping line optionally uses the heat source of each cooling means.

10, the second heat management system 400 includes a refrigerant line 415 serving as a refrigerant flow passage, a compressor 411, a condenser 412 for heat-exchanging refrigerant with air to condense the refrigerant, An expansion valve 413, a chiller 414 for exchanging heat between the refrigerant and the cooling water, and a cooling water line 424.

The compressor 411 sucks the refrigerant, compresses it, and discharges it into a gas state of high temperature and high pressure. The compressor 411 is preferably composed of an electric compressor. The condenser 412 exchanges heat between the air blown by the blower 417 and the high-temperature and high-pressure refrigerant discharged from the compressor 411.

The expansion valve 413 is disposed between the condenser 412 and the chiller 414 to expand the refrigerant. The chiller 414 exchanges the low-temperature low-pressure refrigerant expanded in the expansion valve 413 with the cooling water in the cooling water line 424. The cooling water line 424 is a flow path of the cooling water heat exchanged with the electric component 110, and passes through the chiller 414. The cooling water line 424 is connected to the connection pipe 450 and circulates through the evaporator 210.

The cooling water line 424 may be provided with a heater 422 for heating the cooling water. The cooling water line 424 is provided with a heat storage 418 for storing a cooling heat source or a heating heat source, a water pump 419 for circulating the cooling water, and a cooling water temperature sensor 423 for sensing the temperature of the cooling water .

In addition, the third system 400 includes a branch line 421, a low temperature radiator 416, and a valve 420. The branch line 421 is branched at the cooling water line 424 to bypass the chiller 414. The low-temperature radiator 416 is provided in the branch line 421 to exchange heat between the air blown by the blower 417 and the cooling water.

The valve 420 is provided at a branch point between the cooling water line 424 and the branch line 421 so that the cooling water circulating through the electric component 110 is selectively flowed into at least one of the chiller 414 and the low temperature radiator 416 Control the flow of cooling water. The valve 420 may be operable to allow cooling water to flow to either the chiller 414 and the low temperature radiator 416 or both. The high temperature cooling water circulating through the electric component 110 and recovering waste heat is cooled through the chiller 414.

11 illustrates a mode for performing cooling of electric parts using only the first heat management system. Referring to FIG. 11, the second thermal management system 400 is not activated and performs cooling of the electrical component 110 only with the first thermal management system 200.

12 illustrates a mode of performing cooling of electrical components using the first thermal management system and the second thermal management system. Referring to FIG. 12, the electrical component 110 is cooled through the first thermal management system 200, and the second thermal management system 400 is operated.

The refrigerant discharged from the compressor 411 flows along the refrigerant line 415 sequentially through the condenser 412, the expansion valve 413 and the chiller 414. The cooling water flowing through the connection pipe 450 is heat-exchanged with the electric component 110 to recover the waste heat, the cooling water line 424, the heat storage part 418, the valve 420, 414, and some of the cooling water flows along the branch line 421 to the low-temperature radiator 416 to cool down. The cooling water passing through the chiller 414 is cooled in the refrigerant line 415 by the heat exchange with the low temperature low pressure refrigerant passing through the expansion valve 413 and then joined with the cooling water passing through the low temperature radiator 416 and passed through the heater 422 do. In this case, the heater 422 is off.

Meanwhile, FIG. 13 is a flowchart illustrating a heat management method for a vehicle according to an embodiment of the present invention.

Referring to FIG. 13, the vehicle heat management method according to an embodiment of the present invention includes steps of measuring a temperature of a heating element of an electric component 110 required for autonomous travel of a vehicle (S10), determining whether the vehicle enters a safe mode (S30) comparing the temperature of the heating element with the first reference temperature T1 when the temperature of the heating element is not in the safe mode, comparing the temperature of the heating element with the first reference temperature T1 when the temperature of the heating element is not higher than the first reference temperature T1, (S50) of comparing the temperature of the heating element with the second reference temperature (T2); and controlling the second heat management system (400) when the temperature of the heating element is equal to or higher than the second reference temperature (T2) (S70) of comparing the temperature of the heating element with the third reference temperature T3 (S70); and operating the alarm (S80) when the temperature of the heating element is equal to or higher than the third reference temperature T3 .

If it is determined in step S20 that the safe mode is entered, the step S60 of operating the second thermal management system 400 is performed. The safety mode is performed in the case of a heat radiation performance degradation state satisfying a specific condition of at least one of a high temperature of outside air, an idle, a high temperature of a heating element, and a high temperature of a room.

That is, the controller determines specific conditions, such as whether the ambient air is higher than a reference value, whether the ambient air is in an idle state, whether a heating element is higher in temperature than a reference value, whether the room temperature is higher than a reference value, Is determined to be in a lowered state. The control unit enters a safety mode when the heat radiation performance is degraded.

If the temperature of the heating element is lower than the first reference temperature T1 in the step S30 of comparing the temperature of the heating element with the first reference temperature T1, step S20 of determining whether the safety mode is entered again is performed.

When the temperature of the heating element is lower than the second reference temperature T2 in the step S50 of comparing the temperature of the heating element with the second reference temperature T2, the cooling operation of the second thermal management system 400 is stopped, A step S20 of judging whether or not the mode is entered is performed.

When the temperature of the heating element is less than the third reference temperature T3 in the step S70 of comparing the temperature of the heating element with the third reference temperature T3, the temperature of the heating element is compared with the second reference temperature T2 Step S50 is performed.

The method for heating a vehicle according to an embodiment of the present invention is characterized in that a main cooling (LHP cooling: loop type heat pipe) line and an auxiliary cooling (second heat management system) line are connected to a cold plate (evaporation portion) And the secondary cooling is performed in the case where the primary cooling is operated first when the heating body is cooled and the cooling performance is insufficient.

In the case of automotive heat management method, the auxiliary cooling (second heat management system) is preliminarily performed even if the auxiliary cooling operation temperature is lower than the predetermined cooling temperature (for example, high temperature of outside air, high temperature of the heating element, . In addition, auxiliary cooling is performed preliminarily to ensure cooling performance in the event of errors and defects.

Although the vehicle heat management system and method according to the present invention have been described with reference to the embodiments shown in the drawings, it will be understood that they are merely illustrative and that various modifications and equivalent embodiments are possible for those skilled in the art . Accordingly, the scope of the true technical protection should be determined by the technical idea of the appended claims.

100: autonomous vehicle 110: electric component
200: First heat management system 210:
211: evaporation boiler 216: first piping
217: second pipe 219: cold plate
220: condenser 221: condenser boiler
230: gas refrigerant channel 240: liquid refrigerant channel
250: Thermal fan
400: Third heat management system 411: Compressor
412: condenser 413: expansion valve
414: Chiller 415: Refrigerant line
416: Low temperature radiator 419: Water pump
421: branch line

Claims (15)

And a first thermal management system (200) for cooling the electric components (110) required for autonomous travel of the vehicle through its own cooling structure,
The first thermal management system (200) comprises:
A loop type heat pipe in which the refrigerant inside the evaporator 210 is evaporated by the heat of the electric component 110 and the evaporated refrigerant is cooled in the condenser 220 and then circulated to the evaporator 210 And a heat management system for the vehicle. The method according to claim 1,
The evaporation unit 210 is provided on the electric component 110 and exchanges heat with the heating component of the electric component 110. The method according to claim 1,
And a wick structure inside at least one of the evaporator (210) and the condenser (220). The method of claim 3,
The evaporator 210 and the condenser 220 have a wick structure,
The evaporation boom 211 has a rectangular wick structure in cross section and the condensate wick 221 has a circular wick structure in cross section. The method according to claim 1,
Wherein the evaporator (210) comprises a plurality of evaporators (210), and each evaporator (210) is disposed on a heating element of each electric component (110). 6. The method of claim 5,
Wherein the condenser (220) is divided into a plurality of regions in one module, and each evaporator (210) is connected to each of the divided regions. 6. The method of claim 5,
The condenser 220 includes a plurality of heat exchangers that are cooled by a coolant. Each of the heat exchangers has a first connection portion. The second connection portion is provided in a refrigerant passage connected to the evaporator 210,
And the second connection portion is selectively connected to the first connection portion. The method according to claim 1,
A gas refrigerant passage 230 through which the refrigerant evaporated in the evaporator 210 flows to the condenser 220; And a liquid refrigerant passage (240) as a passage through which the refrigerant condensed in the condenser (220) flows to the evaporator (210)
The gas refrigerant passage (230) and the liquid refrigerant passage (240) are made of flexible pipes. A first heat management system 200 for cooling the electric component 110 required for autonomous travel of the vehicle through its own cooling structure and a second heat management system 200 for cooling the electric component 110 using a separate refrigerant or coolant cycle, (400)
The first thermal management system includes an evaporator 210 for heat exchange with the electrical components 110,
Wherein the evaporator (210) has multiple piping lines and each piping line is connected to different cooling means of the first thermal management system (200) and the second thermal management system (400). 10. The method of claim 9,
Each piping line optionally utilizing a heat source of each cooling means. 10. The method of claim 9,
Wherein the evaporator (210) comprises a plate-like cold plate which contacts a heating element of the electric component (110). 10. The method of claim 9,
The piping line includes a first pipe 216 for heat exchange with the first thermal management system 200 and a second pipe 217 for heat exchange with the second thermal management system 400, And the cooling water flows in the second pipe (217). (S10) measuring the temperature of the heating element (110) required for autonomous travel of the vehicle;
Determining whether the safe mode is entered (S20);
Comparing the temperature of the heating element with a first reference temperature (T1) when the heating mode is not in the safe mode (S30);
Operating (S40) a first thermal management system (200) for cooling the electrical component (110) through its own cooling structure when the temperature of the heating element is equal to or higher than a first reference temperature (T1);
Comparing the temperature of the heating element with a second reference temperature (T2) (S50);
Operating (S60) a second thermal management system (400) for cooling the electrical component (110) using a separate refrigerant or coolant cycle if the temperature of the heating element is greater than or equal to a second reference temperature (T2);
Comparing the temperature of the heating element with a third reference temperature T3 (S70); And
And activating an alarm (S80) when the temperature of the heating element is equal to or higher than a third reference temperature (T3). 14. The method of claim 13,
The method of claim 1, wherein the step of operating the second thermal management system (400) comprises the steps of: determining whether the safe mode is entered (S20); 14. The method of claim 13,
Wherein the safe mode is performed in a heat radiating performance degradation state satisfying a specific condition of at least one of a high ambient temperature, an idle, a high temperature of a heating element, and a high temperature of a room.

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