KR20210129292A - Integrated thermal management system for railway vehicle - Google Patents

Abstract

The present invention relates to an integrated system for thermal management of railway vehicles and electrical equipment. More particularly, in thermal management through cooling of batteries used in railway vehicles, hydrogen fuel cells, and other electronic devices using semiconductor devices, the present invention relates to an integrated system for thermal management of railway vehicles and electrical equipment that enables more effective operation of heat management and energy use of railway vehicles by allowing the integrated operation with an air conditioning system for indoor heating and cooling of railway vehicles, so that waste heat generated from electrical equipment can be used for indoor heating and cooling of railway vehicles.

Description

Integrated thermal management system for railway vehicle}

The present invention relates to an integrated system for thermal management of railway vehicles and electrical components, and more particularly, in thermal management through cooling of electrical components using batteries, hydrogen fuel cells, and other semiconductor devices used in railway vehicles, the interior of the railway vehicle It is an integrated system for thermal management of railway vehicles and electronic components that allows for more effective operation of thermal management and energy use of railway vehicles by allowing waste heat generated from electrical components to be used for indoor heating and cooling of railway vehicles by integrating operation with the air conditioning system for heating and cooling. it's about

Recently, in order to reduce the weight of railroad vehicles, to improve stability and energy efficiency, and to reduce maintenance costs, technology development of electric devices using semiconductors, such as power conversion elements, is being carried out.

Electrical equipment using semiconductor devices causes losses depending on efficiency, etc., and most of these losses are converted into thermal energy.

Efficient thermal management is essential because the temperature rise due to the heat loss of electrical equipment affects the efficiency and stability of the device again. In addition, a thermal management device is required as devices that generate heat, such as a hydrogen fuel cell and a battery, are applied.

Although the thermal management of the electrical components is performed through individual cooling devices of an air-cooled or water-cooled type, cooling devices for thermal management are becoming increasingly complex as internal components of electrical components are integrated.

In addition, since several electrical components are individually thermally managed, overlapping installation and weight increase are hindering overall weight reduction and energy efficiency improvement of railway vehicles.

As shown in FIG. 1, the air-cooling cooling method cools the heating part through forced convection using a blower or natural wind when heat is generated from elements of electric equipment, etc. There are disadvantages in that cooling efficiency is different and effective cooling is difficult when the temperature of the heat generating part is high due to the large or integrated capacity of the electronic device elements.

In addition, when there are several heat generating units requiring cooling or the flow path is small, it is difficult to supply an appropriate amount of air, and in summer, the temperature of the surrounding air is high, so cooling efficiency can be very low.

Next, as shown in FIG. 2, in the water-cooled cooling method, a heat exchanger such as a cooling plate is attached to an element of an electronic device that generates heat, and cooling water flows through the cooling plate internal flow path using a cooling water pump to absorb and absorb the heat of the heating part. The generated heat is discharged to the outside through a heat exchanger by air cooling such as a radiator.

This water-cooled cooling method has higher heat exchange efficiency than the air-cooled type and can be effectively cooled when there are several heat generating units in a relatively narrow space. When the negative temperature is high, effective cooling is difficult, and in summer when the ambient air temperature is high, cooling efficiency can be lowered.

Meanwhile, as shown in FIG. 3 , the indoor cooling system applied to a railroad vehicle uses a compressor, a condenser, an expansion valve, an evaporator, and the like, in the same manner as a system applied to a general air conditioner.

Since such a cooling system is used only for indoor cooling of railway vehicles, it does not operate when indoor cooling is not required, such as in winter, and is heated through an indoor electric heater. Some railroad cars are equipped with air conditioning systems for both heating and cooling, but they are used individually to maintain the indoor environment of railroad cars.

Recently, Republic of Korea Patent Publication No. 10-1966099, etc. have developed an air conditioning system control method that allows the heat generated from the vehicle's electrical components to be utilized for vehicle interior heating, but the technology that can be applied to railroad vehicles, that is, A system that enables the integrated management of heat management and heating and cooling of electric components of railway vehicles has not been developed.

Therefore, a new system to solve the above problems, that is, a system that can utilize the configuration of the existing cooling system for railway vehicles while supplementing the disadvantages of the conventional air-cooled and water-cooled cooling methods for thermal management of electrical equipment. This is being requested.

1. Republic of Korea Patent Publication No. 10-1966099 (2019. 08. 13. Announcement)

The present invention has been devised to solve the problems of the prior art as described above, and an object of the present invention is to perform thermal management through cooling of electrical components used in railway vehicles, and integrated operation with an air conditioner for indoor heating and cooling of railway vehicles It is to provide an integrated system for thermal management of railway vehicles and electrical components that enables more effective operation of thermal management and energy use of railway vehicles by allowing waste heat generated from electrical components to be used for indoor heating and cooling of railway vehicles.

The present invention for achieving the above objects,

A railway vehicle air conditioning system including a compressor, a condenser, an expansion valve, and an evaporator, a refrigerant distribution and assembling unit for distributing and collecting the refrigerant generated from the railway vehicle air conditioning unit, and receiving the refrigerant from the refrigerant distribution and assembling unit It is characterized in that it is configured to include a cooling device that cools the heating part of the electrical equipment through heat exchange, and a thermal management integrated control unit that integrally controls the heating and cooling of the inside of the passenger compartment of the railway vehicle and the cooling of the electrical equipment.

In this case, the refrigerant distribution and assembling unit includes a refrigerant distribution device that distributes the refrigerant supplied through the expansion valve to the evaporator and the cooling device under the control of the thermal management integrated controller, and the refrigerant supplied from the evaporator and the cooling device is collected and supplied to the compressor It is characterized in that it is configured to include a refrigerant collecting device.

In addition, the cooling device is characterized in that it is composed of a heat exchanger for performing heat exchange between the coolant and the refrigerant, and a water cooling device including a coolant pump for circulating the coolant or an air cooling device including a heat exchanger and a blower.

The heat exchanger is configured as a multi-channel heat exchanger, and a waste heat transfer device for collecting waste heat generated from electrical equipment and supplying it into the cabin is connected to one side of the multi-channel heat exchanger.

In addition, the waste heat transfer device includes a pump that sucks and circulates a waste heat transfer fluid that is used for cooling the heat generating part of an electric device and has absorbed waste heat by heat exchange with cooling water containing waste heat from a multi-channel heat exchanger, and is circulated by the pump. It is characterized in that it is configured to include a waste heat exchanger that allows heating in the cabin through heat exchange with the waste heat transfer fluid.

In addition, the cooling device is characterized in that a plurality of the refrigerant distribution and assembling unit is connected in series or in parallel.

On the other hand, the integrated thermal management control unit monitors the temperature inside the cabin in real time, and selects any one mode among the cooling mode and heating mode in the cabin, and the cooling mode that cools the heating part of the electrical equipment without heating or cooling in the cabin according to the monitoring result. to control the flow direction and distribution ratio of the refrigerant and the driving of the cooling device.

In this case, the heating mode includes a first heating mode in which the high-temperature and high-pressure refrigerant compressed in the compressor is vaporized in the evaporator and supplied into the cabin in a state in which the passage between the compressor and the condenser of the air conditioning unit of the railway vehicle is blocked; The second heating mode sends high-temperature and high-pressure refrigerant to the evaporator and condenser at the same time, and the high-temperature and high-pressure refrigerant compressed in the compressor is vaporized in the evaporator and supplied into the cabin while the passage between the compressor and the condenser of the railway vehicle air conditioning system is blocked. At the same time, a third heating mode that allows the waste heat generated from the heating part of the electrical equipment to be used for heating in the room and a fourth heating mode that uses only the waste heat generated from the heating part of the electrical equipment to heat the room is characterized in that it is configured. .

According to the present invention, weight reduction and miniaturization of the entire system is possible by integrating and thermal management of the cooling device required for the cooling and heating of the interior of a railway vehicle and the cooling of each electrical component. Since proper thermal management is possible, it has an excellent effect of saving energy through efficient thermal management.

In addition, according to the present invention, since it is possible to heat using waste heat generated from electrical components of railway vehicles using only one heat exchanger using a multi-channel heat exchanger, it has an additional effect of improving energy efficiency.

1 is a view conceptually showing a conventional air-cooled electronic component cooling method.
2 is a view conceptually showing a conventional water-cooled electronic component cooling method.
3 is a diagram conceptually showing the configuration of a conventional cooling system for a railway vehicle.
4 is a view conceptually showing the configuration of the integrated system for thermal management of railroad vehicles and electrical equipment according to the present invention.
5 and 6 are views showing embodiments of the indoor heating mode of a railway vehicle using the present invention shown in FIG.
7 and 8 are diagrams conceptually showing another embodiment of the integrated system for thermal management of railway vehicles and electrical equipment according to the present invention.
FIG. 9 is a view showing an embodiment of an electrical appliance cooling mode using the present invention shown in FIG. 4 .
10 is a view conceptually showing another embodiment of the integrated system for thermal management of railroad vehicles and electrical equipment according to the present invention.
11 to 14 are views showing various modes of the present invention shown in FIG. 10;

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the integrated system for thermal management of railway vehicles and electrical components according to the present invention will be described in detail.

4 is a diagram conceptually showing the configuration of an integrated system for thermal management of railroad vehicles and electrical equipment according to the present invention, and FIGS. 7 and 8 are diagrams conceptually showing another embodiment of the integrated system for thermal management of railroad vehicles and electrical components according to the present invention, and FIG. 9 is a view showing an embodiment of an electrical component cooling mode using the present invention shown in FIG. 10 is a view conceptually showing another embodiment of the integrated system for thermal management of railroad vehicles and electrical equipment according to the present invention, and FIGS. 11 to 14 are views showing various modes of the present invention shown in FIG. 10 .

The present invention provides thermal management through cooling of electric components using batteries, hydrogen fuel cells, and other semiconductor devices used in railway vehicles, so that the The integrated thermal management system 10 (hereinafter referred to as the 'thermal management integrated system 10') for railway vehicles and electrical equipment that enables the more effective operation of thermal management and energy use of railway vehicles by allowing waste heat to be used for indoor heating and cooling of railway vehicles. ), the configuration of which is largely as shown in FIG. 4 , a railway vehicle air conditioning system 100 (hereinafter referred to as a 'cooling and heating system 100'), a refrigerant distribution and assembling unit 200, and a cooling system 300 ) and a thermal management integrated control unit 600 .

In more detail, the air-conditioning device 100 serves to cool or heat the inside of the cabin during operation of the railroad car, and the compressor 110, the condenser 120, and the expansion device used in the existing railroad car. The air conditioning system 100 including the valve 130 and the evaporator 140 may be used as it is.

At this time, since the compressor 110 is additionally connected to the refrigerant collecting device 220 among the refrigerant distribution and assembling units 200 to be described later, the on-off is controlled by the integrated thermal management control unit 600 to be described later. A way compressor 110 may be used, or a three-way valve (not shown) that is controlled on-off by the integrated thermal management control unit 600 may be connected and installed at the rear end of the compressor 110, and the 3-way compressor ( 110) or the three-way valve, the condenser 120, the evaporator 140 and the refrigerant collecting device 220 are connected and installed.

On the other hand, the functions or roles of the compressor 110 , the condenser 120 , the expansion valve 130 , and the evaporator 140 constituting the air conditioning system 100 are the same as the functions or roles of the elements constituting the conventional air conditioning system 100 . Therefore, a detailed description thereof will be omitted.

Next, the refrigerant distribution and assembling unit 200 is connected between the air conditioning unit 100 and a cooling unit 300 to be described later to cool the heating and cooling unit inside the cabin and the electric component 400 of the railway vehicle and the heating unit 410 It serves to regulate the flow of refrigerant in the system by distributing and collecting the refrigerant used for cooling the system, and includes a refrigerant distribution device 210 and a refrigerant collecting device 220 .

In more detail, the refrigerant distribution device 210 serves to supply the refrigerant used in the cooling/heating device 100 to the cooling device 300 to be described later. ) is configured to distribute the refrigerant, which is in a low-temperature and low-pressure state, to the evaporator 140 and the cooling device 300 .

As will be described later, the distribution of the refrigerant is configured to be controlled by the control of the integrated thermal management control unit 600 according to the internal temperature of the passenger compartment of the railway vehicle.

Next, the refrigerant collecting device 220 serves to collect the refrigerant used in the thermal management integrated system 10 and supply it to the compressor 110 of the air conditioning system 100 , and from the refrigerant distribution unit 210 to the evaporator It is configured to collect the refrigerant supplied through 140 and the refrigerant used for cooling the electrical equipment 400 in the cooling device 300 to be described later and supply it to the compressor 110 .

Accordingly, it is possible to efficiently manage the refrigerant flow in the thermal management integrated system 10 by the refrigerant distribution and assembling unit 200 configured as described above.

Next, the cooling device 300 receives the coolant from the coolant distribution device 210 of the coolant distribution and assembling unit 200 and serves to cool the heat generated in the heat generating unit 410 of the electrical equipment 400 . , the above-described air-cooled cooling device 300 and water-cooled cooling device 300 may be selectively used.

In more detail, the water-cooled cooling device 300 includes a heat exchanger 310 and a coolant pump 320 , wherein the heat exchanger 310 is in a low-temperature and low-pressure state supplied from the refrigerant distribution device 210 . By cooling the cooling water by the refrigerant of ) and is installed to circulate the cooling water.

That is, the cooling water used in the water-cooled cooling device 300 is circulated between the heat exchanger 310 , the heat generating unit 410 of the electrical equipment 400 and the cooling water pump 320 by driving the cooling water pump 320 . The high-temperature cooling water used for cooling the heat generating unit 410 of the electrical component 400 is cooled by the refrigerant in the process of passing through the heat exchanger 310 and supplied to the heating unit 410 of the electrical component 400 again. It is configured to continuously cool the heating part 410 of the electric device 400 .

Next, the air-cooled cooling device 300 includes a heat exchanger 310 and a blower 330 , and the high-temperature air used for cooling the heat generating unit 410 of the electrical equipment 400 is a refrigerant distribution device 210 . Cooled by the low-temperature and low-pressure refrigerant supplied to the heat exchanger 310 from the (410) is configured to be able to continuously cool.

Next, the integrated thermal management control unit 600 serves to integrally control the heating and cooling of the inside of the cabin and the cooling of the heating part 410 of the electrical equipment 400 required for the operation of the railway vehicle, and monitors the temperature inside the cabin in real time. to control the refrigerant flow in the integrated thermal management system (10).

That is, the integrated thermal management control unit 600 monitors the inside temperature of the room and the calorific value of the electrical equipment 400 in real time to determine whether to cool or heat and the heating/cooling capacity according to the measured inside temperature of the room, and the electrical components 400 By determining the cooling capacity of It is designed to be controlled.

In more detail, the integrated thermal management control unit 600 divides the driving mode of the integrated thermal management system 10 into a cooling mode, a heating mode, and a cooling mode according to the temperature inside the room monitored in real time. First, the cooling mode is When the temperature inside the room is higher than the preset temperature, it is a mode for supplying cool air to the inside of the room by using the air conditioner 100, and the heating mode uses the air conditioning device 100 when the temperature inside the room is lower than the preset temperature. The cooling mode is a mode for supplying heat to the inside of the room, and the cooling mode uses the cooling device 300 while stopping the heating and cooling of the inside of the room using the air conditioning device 100 when the temperature inside the room falls within the preset temperature range. In this mode, only the cooling of the heating unit 410 of the electric device 400 is performed.

At this time, the heating mode can be divided into first to fourth heating modes again. First, the first heating mode and the second heating mode are modes for heating the inside of the room using the air conditioning system 100, The third heating mode and the fourth heating mode are modes for heating the inside of the room by using the waste heat transfer device 500 corresponding to another embodiment of the integrated thermal management system 10a according to the present invention, which will be described later. A detailed description will be given later.

On the other hand, according to another embodiment of the integrated thermal management system 10a according to the present invention, as shown in FIGS. 7 and 8 , a waste heat transfer device 500 connected and installed between the cooling device 300 and the cabin is further included. The waste heat transfer device 500 serves to collect waste heat generated from the heat generating unit 410 of the electrical equipment 400 and heat the inside of the cabin through heat exchange, It is used in 3 heating mode and 4 heating mode.

In more detail, the waste heat transfer device 500 includes a pump 510 and a waste heat exchanger 520 . First, the pump 510 is connected to the heat exchanger 310 of the cooling device 300 and installed. and serves to circulate a waste heat transfer fluid containing waste heat used for cooling the heat generating unit 410 of the electrical device 400, and at this time, the heat exchanger 310 of the cooling device 300 has three or more channels. A multi-channel heat exchanger 315 is used so that the pump 510 can be connected to one side thereof.

That is, the waste heat transfer fluid circulates between the multi-channel heat exchanger 315 and the pump 510 and the waste heat exchanger 520 by driving the pump 510. In the multi-channel heat exchanger 315, the waste heat Heat exchange between the transfer fluid and the high-temperature cooling water used for cooling the heat generating part 410 of the electric device 400 is primarily performed, so that the waste heat of the electric appliance 400 absorbed by the cooling water is transferred to the waste heat transfer fluid, and the pump 510 It is configured to circulate between the waste heat transfer device 500 and the multi-channel heat exchanger 315 by the driving of.

At this time, the coolant primarily exchanges heat with the waste heat transfer fluid to exchange heat with the low-temperature and low-pressure refrigerant supplied from the refrigerant distribution device 210 secondarily inside the multi-channel heat exchanger 315 in a state in which heat is lost. Therefore, it is possible to further improve the cooling efficiency of the cooling water for cooling the electronic device 400 .

Next, the waste heat exchanger 520 serves to heat the cabin through heat exchange with the waste heat transfer fluid circulated by the pump 510 , and a heat exchanger such as a radiator may be used.

That is, the high-temperature cooling water including waste heat used to cool the heat generating unit 410 of the electrical equipment 400 is introduced into the multi-channel heat exchanger 315 by the driving of the cooling water pump 320 , and is supplied to the pump 510 . The waste heat transfer fluid circulating between the waste heat transfer device 500 and the multi-channel heat exchanger 315 by the It is introduced into the furnace waste heat exchanger 520 to generate heat, and the generated heat is introduced into the room by driving a blower (not shown) and is configured to be used for indoor heating.

In this case, the flow rate of the waste heat transfer fluid circulated by the driving of the pump 510 may be adjusted by the integrated thermal management control unit 600 according to the temperature inside the cabin monitored in real time.

Hereinafter, the driving process of the integrated thermal management system 10 and 10a according to the present invention configured as described above will be described in detail for each mode with reference to the accompanying drawings.

First, FIG. 4 shows the operation of the integrated thermal management system 10 in the cooling mode. As a result of real-time monitoring of the temperature inside the cabin of the railway vehicle, the integrated thermal management control unit 600 shows that the temperature inside the cabin is higher than the preset temperature. The cooling mode is activated.

That is, in the cooling mode, the passage between the compressor 110 and the evaporator 140 of the air conditioner 100 is blocked so that the high-temperature and high-pressure refrigerant compressed in the compressor 110 passes through the condenser 120 to the expansion valve 130 . It is in a low-temperature and low-pressure state while passing through, and the refrigerant in a low-temperature and low-pressure state flows into the refrigerant distribution device 210 and is distributed to the evaporator 140 and the heat exchanger 310 of the cooling device 300 .

At this time, heat generated while the refrigerant passes through the condenser 120 is discharged to the outside of the railway vehicle by a blower (not shown), and the refrigerant distribution amount in the refrigerant distribution device 210 is monitored in real time in the cabin. It is controlled by the integrated thermal management control unit 600 according to the internal temperature and the amount of heat generated by the electric device 400 .

The refrigerant distributed by the refrigerant distribution device 210 and supplied to the evaporator 140 passes through the evaporator 140, becomes a high-temperature and low-pressure state, and is collected by the refrigerant collecting device 220, and the ambient air cooled in this process is It is fed into the cabin by a blower (not shown) and used for cooling.

In addition, the refrigerant distributed by the refrigerant distribution device 210 and injected into the heat exchanger 310 of the cooling device 300 is the cooling water introduced by the driving of the cooling water pump 320, that is, the heat generating unit ( 410) Through heat exchange with the high-temperature cooling water used for cooling, it becomes a high-temperature and low-pressure state and is collected by the refrigerant collecting device 220, and the cooling water cooled in this process is again driven by the cooling water pump 320 to drive the electrical equipment 400 ) is supplied to the heat generating unit 410 and used to cool the electrical equipment 400 .

The refrigerant in the high-temperature and low-pressure state collected by the refrigerant collecting device 220 is again put into the compressor 110 of the air-conditioning device 100 and compressed to a high-temperature and high-pressure state, and by repeating the cycle as described above, the room is cooled, that is, The cooling of the inside of the cabin and the cooling of the electrical equipment 400 can be performed at the same time.

At this time, the amount of air blown by the blower for supplying ambient air cooled around the evaporator 140 to the inside of the cabin and the flow rate of the coolant circulated by the coolant pump 320 are also monitored in real time. It is configured to be controlled by the integrated thermal management control unit 600 according to the amount of heat generated in 400).

Next, FIG. 5 shows the operation of the integrated thermal management system 10 in the first heating mode. As a result of real-time monitoring of the temperature inside the cabin of the railway vehicle, the integrated thermal management control unit 600 has the cabin temperature lower than the preset temperature. In this case, the heating mode is activated.

That is, in the first heating mode, the passage between the compressor 110 and the condenser 120 of the air conditioning system 100 is blocked so that the high-temperature and high-pressure refrigerant compressed in the compressor 110 is supplied to the evaporator 140 . The refrigerant passing through 140 is deprived of heat and becomes a low-temperature and high-pressure state, passes through the expansion valve 130 and becomes a low-temperature and low-pressure state, and the refrigerant in a low-temperature and low-pressure state flows into the refrigerant distribution device 210 and enters the cooling device ( 300) is supplied to the heat exchanger 310.

At this time, the heat generated by the evaporator 140 is supplied into the cabin through a blower (not shown) and used for indoor heating, and the passage formed between the refrigerant distribution device 210 and the evaporator 140 is blocked so that the refrigerant distribution device The refrigerant introduced into the 210 is supplied only in the direction of the heat exchanger 310 of the cooling device 300 .

The low-temperature and low-pressure refrigerant injected into the heat exchanger 310 of the cooling device 300 is the cooling water introduced by the driving of the cooling water pump 320 , that is, the high-temperature cooling water used to cool the heat generating unit 410 of the electrical equipment 400 . It is in a state of high temperature and low pressure through heat exchange with the refrigerant and is supplied to the refrigerant collecting device 220 , and the cooling water cooled in this process is again supplied to the heating unit 410 of the electrical equipment 400 by driving the cooling water pump 320 . and is used to cool the electrical equipment 400 .

The refrigerant in the high-temperature and low-pressure state supplied to the refrigerant collecting device 220 is again input into the compressor 110 of the air-conditioning device 100 and compressed to a high-temperature and high-pressure state, and by repeating the cycle as described above, the indoor heating, that is, The heating of the inside of the cabin and the cooling of the electrical equipment 400 can be performed at the same time.

As in the above-described cooling mode, the integrated thermal management control unit 600 controls the temperature of the inside of the cabin monitored in real time and the amount of heat generated by the front product of the blower for supplying the heat generated by the evaporator 140 to the inside of the cabin. The air flow rate and the flow rate of the cooling water circulated by the cooling water pump 320 are controlled.

Next, FIG. 6 shows the operation of the integrated thermal management system 10 in the second heating mode, which is basically the same as the operation of the integrated thermal management system 10 in the first heating mode described above, but the temperature inside the cabin It is used when there is no significant difference from the target indoor temperature, so heating is not required or when the amount of heat generated in the electrical equipment 400 is not large.

That is, in the second heating mode, all passages between the compressor 110 , the condenser 120 , and the evaporator 140 of the air conditioner 100 are opened so that the high-temperature and high-pressure refrigerant compressed in the compressor 110 is transferred to the condenser 120 . ) and the evaporator 140 at the same time, the refrigerant that has passed through the condenser 120 and the evaporator 140 loses heat, respectively, and becomes a low-temperature and high-pressure state, and passes through the expansion valve 130 into a low-temperature and low-pressure state, The refrigerant in the low-temperature and low-pressure state flows into the refrigerant distribution device 210 and is supplied to the heat exchanger 310 of the cooling device 300 .

At this time, the heat generated by the evaporator 140 is supplied into the cabin through a blower (not shown) and used for indoor heating, but the heat generated by the condenser 120 is supplied to the cabin through a blower (not shown). It is discharged to the outside and is configured to control the amount of heating inside the cabin and the amount of cooling of the electrical equipment 400 .

Next, FIG. 7 shows the operation of the integrated thermal management system 10a in the third heating mode, which is basically the same as the operation of the integrated thermal management system 10 in the first heating mode, but the heat generated by the electrical equipment 400 The waste heat generated by the unit 410 can be additionally utilized for heating the inside of the room, and it can be used when the temperature outside the room is very low, such as in winter, and there is a large difference from the temperature inside the room, or when rapid heating is required.

That is, the third heating mode uses the integrated thermal management system 10a including the waste heat transfer device 500 described above, and the Since the process of moving the refrigerant from the channel heat exchanger 315 to the compressor 110 through the refrigerant collecting device 220 is the same as the first heating mode described above, a detailed description thereof will be omitted.

The waste heat transfer fluid circulating between the waste heat transfer device 500 and the multi-channel heat exchanger 315 of the cooling device 300 is used for cooling the heat generating unit 410 of the electrical equipment 400 inside the multi-channel heat exchanger 315. It is used to absorb waste heat through heat exchange with high-temperature cooling water containing waste heat, and the waste heat transfer fluid whose temperature has risen due to waste heat absorption is introduced into the waste heat exchanger 520 by driving the pump 510 to provide warmth. The generated warmth is introduced into the room by driving a blower (not shown) and is used for indoor heating.

The waste heat transfer fluid discharged from the waste heat exchanger 520 is again supplied to the multi-channel heat exchanger 315 to absorb waste heat through heat exchange with high-temperature cooling water containing waste heat.

In addition, in the multi-channel heat exchanger 315 , heat exchange is additionally performed between the cooling water from which waste heat is taken away by heat exchange with the waste heat transfer fluid and the low-temperature and low-pressure refrigerant supplied from the refrigerant distribution device 210 , and additionally by this heat exchange The cooled cooling water is supplied back to the electrical equipment 400 by the driving of the cooling water pump 320 to cool the heat generating unit 410 to absorb waste heat, and then flows back into the multi-channel heat exchanger 315 to exchange heat with the waste heat transfer fluid. will do

The refrigerant exchanged with the cooling water in the multi-channel heat exchanger 315 is in a high-temperature and low-pressure state, and is supplied to the compressor 110 through the refrigerant collecting device 220 to be compressed to a high-temperature and high-pressure state.

Next, FIG. 8 shows the operation of the integrated thermal management system 10a in the fourth heating mode. In the fourth heating mode, the heating unit of the electric appliance 400 is not used, and the heating unit ( 410), only the waste heat generated in the room is heated.

That is, the fourth heating mode is used when a low level of room heating is required because the outside temperature is not very low. There are advantages that can be maximized.

In more detail, the thermal management integrated control unit 600 blocks the passage between the compressor 110 and the evaporator 140 of the air conditioner 100 so that the high-temperature and high-pressure refrigerant compressed in the compressor 110 is transferred to the condenser 120 . The refrigerant that has passed through the condenser 120 loses heat and becomes a low-temperature and high-pressure state, passes through the expansion valve 130 and becomes a low-temperature and low-pressure state, and the refrigerant in a low-temperature and low-pressure state is transferred to the refrigerant distribution device 210 . is introduced and supplied to the multi-channel heat exchanger 315 of the cooling device 300 .

At this time, heat generated while the refrigerant passes through the condenser 120 is discharged to the outside of the railway vehicle by a blower (not shown).

Next, the flow of the cooling water circulating between the cooling device 300 and the heating unit 410 of the electrical equipment 400 and the flow of the waste heat transfer fluid circulating between the waste heat transfer device 500 and the multi-channel heat exchanger 315 And the method of heating the room using the heat transfer and the waste heat generated from the heat generating unit 410 of the electrical appliance 400 is the same as the third heating mode described above, and thus a detailed description thereof will be omitted.

Next, FIG. 9 shows the operation of the integrated thermal management system 10 in the cooling mode. In the cooling mode, the temperature inside the passenger compartment of the railroad vehicle falls within a preset temperature range, so the electric equipment ( It is to perform only the role of cooling the heat generating part 410 of 400).

That is, the integrated thermal management control unit 600 blocks the passage between the compressor 110 and the evaporator 140 of the air conditioner 100 when the temperature inside the cabin monitored in real time falls within a preset range, The high-temperature and high-pressure refrigerant compressed in 110 is supplied to the condenser 120 .

The refrigerant that has passed through the condenser 120 is deprived of heat to be in a low-temperature and high-pressure state, and is in a low-temperature and low-pressure state while passing through the expansion valve 130 . Heat generated in the process of the refrigerant passing through the condenser 120 is blown It is discharged to the outside of the railroad car by a device (not shown), so that cooling and heating of the inside of the cabin by the refrigerant flow in the heating and cooling device 100 is not performed.

The low-temperature and low-pressure refrigerant that has passed through the expansion valve 130 flows into the refrigerant distribution device 210 , the passage formed between the refrigerant distribution device 210 and the evaporator 140 is blocked and flows into the refrigerant distribution device 210 . The refrigerant is supplied only in the direction of the heat exchanger 310 of the cooling device 300 .

The low-temperature and low-pressure refrigerant injected into the heat exchanger 310 of the cooling device 300 exchanges heat with the high-temperature coolant used to cool the heat generating unit 410 of the electrical equipment 400 that is introduced by driving the cooling water pump 320 . is in a state of high temperature and low pressure through 400) is used for cooling.

The refrigerant in the high-temperature and low-pressure state supplied to the refrigerant collecting device 220 is again put into the compressor 110 of the air-conditioning apparatus 100 and compressed to a high-temperature and high-pressure state, and the heating and cooling of the interior of the cabin is performed by repeating the cycle as described above. Without it, only the cooling of the electrical equipment 400 is performed.

The thermal management integrated control unit 600 is the driving mode of the thermal management integrated system 10 in the above-described cooling mode or the first to fourth heating modes when the temperature inside the cabin monitored in real time is changed to a temperature that requires cooling or heating. to convert

On the other hand, according to another embodiment of the integrated thermal management system 10b according to the present invention, as shown in FIG. 10, a plurality of electrical components (400a, 400b, 400c) in series or It may be connected and installed in parallel. In this case, the cooling devices 300a, 300b, and 300c for cooling the heating parts 410a, 410b, 410c of the electrical components 400a, 400b, and 400c also the respective electrical components 400a, 400b. , 400c) so as to be individually provided to be installed in series or parallel to the refrigerant distribution and assembling unit 200 .

At this time, the plurality of electrical components 400a, 400b, and 400c include heat exchangers 310a and 310b and cooling water pumps 320a and 320b. The air-cooling cooling device 300c including the 330 may be optionally provided and used, and at the same time cooling the heat generating units 410a, 410b, 410c of the electrical components 400a, 400b, 400c and the above-described cooling mode It is possible to perform thermal management of the temperature inside the passenger compartment of the railroad car, such as in a heating mode and a cooling mode.

In addition, the thermal management integrated control unit 600 similarly monitors the temperature in the cabin and the calorific value of each of the electrical components 400a, 400b, and 400c in real time, and according to the monitored result, the heating and cooling and electrical components 400a and 400b required for the entire railway vehicle , 400c) in consideration of the cooling capacity of each guest room and the amount of cooling of each of the electrical components 400a, 400b, and 400c are distributed.

More specifically, as shown in FIGS. 11 to 13, when three electrical components 400a, 400b, and 400c are connected and installed in parallel, each electrical component 400a, 400b, 400c has water-cooled or air-cooled cooling devices ( 300a, 300b, and 300c) are individually provided and connected in parallel between the refrigerant distribution device 210 and the refrigerant assembling device 220, and the refrigerant distribution device 210 is provided in each electric device 400a, 400b, and 400c. The refrigerant is distributed to the heat exchangers 310a, 310b, and 310c to cool the heat generating units 410a, 410b, 410c, and the refrigerant discharged from each heat exchanger 310a, 310b, 310c is a refrigerant collecting device ( 220) and is configured to be supplied to the compressor 110 again.

Even in this case, the integrated thermal management control unit 600 may select and drive the integrated thermal management system 10b in either a cooling mode or a heating mode according to the temperature inside the room monitored in real time, and heating/cooling inside the room, such as between seasons. When this is not necessary, the integrated thermal management system 10b may be driven in a cooling mode that allows only the electrical components 400a, 400b, and 400c to be cooled without heating or cooling inside the cabin.

On the other hand, as shown in FIG. 14 , a plurality of electrical components 400a, 400b, and 400c and cooling devices 300a, 300b, and 300c provided in each of the electrical components 400a, 400b, and 400c are provided in the refrigerant distribution and assembling unit. In the embodiment connected in series or parallel to 200, any one or more of the heat exchangers 310a, 310b, and 310c constituting the cooling device 300a, 300b, 300c is configured as a multi-channel heat exchanger 315, By connecting and installing a waste heat transfer device 500 including a pump 510 and a waste heat exchanger 520 to the multi-channel heat exchanger 315, a heating part ( It is also possible to configure the thermal management integrated system (10c) to enable the heating of the cabin of the railway vehicle using the waste heat generated in 410a, 410b, 410c).

Therefore, according to the integrated system (10, 10a, 10b, 10c) for thermal management of railway vehicles and electrical components according to the present invention as described above, the cooling device 300 required for indoor cooling and heating of railway vehicles and cooling of each electrical component 400 . ) and thermal management, it is possible to reduce the weight and size of the entire system, and when indoor cooling and heating or cooling of the electrical equipment 400 is required, thermal management suitable for the capacity is possible, so energy can be saved through efficient thermal management. Rather, using the multi-channel heat exchanger 315, heating using waste heat generated from the electrical equipment 400 of the railway vehicle is possible with only one heat exchanger, so that energy efficiency can be improved.

Although the above-described embodiments have been described with respect to the most preferred examples of the present invention, it is not limited to the above-described embodiments, and it is apparent to those skilled in the art that various modifications are possible without departing from the technical spirit of the present invention.

The present invention relates to an integrated system for thermal management of railway vehicles and electrical components, and more particularly, in thermal management through cooling of electrical components using batteries, hydrogen fuel cells, and other semiconductor devices used in railway vehicles, the interior of the railway vehicle It is an integrated system for thermal management of railway vehicles and electronic components that allows for more effective operation of thermal management and energy use of railway vehicles by allowing waste heat generated from electrical components to be used for indoor heating and cooling of railway vehicles by integrating operation with the air conditioning system for heating and cooling. it's about

10, 10a, 10b, 10c: Integrated thermal management system 100: Air conditioning system
110: compressor 120: condenser
130: expansion valve 140: evaporator
200: refrigerant distribution and assembling unit 210: refrigerant distribution device
220: refrigerant collecting device 300: cooling device
310: heat exchanger 315: multi-channel heat exchanger
320: coolant pump 330: blower
400: electrical equipment 410: heating part
500: waste heat transfer device 510: pump
520: waste heat exchanger 600: heat management integrated control unit

Claims (8)

A railway vehicle heating and cooling system comprising a compressor, a condenser, an expansion valve and an evaporator;
a refrigerant distribution and assembling unit for distributing and assembling the refrigerant generated from the heating and cooling device of the railway vehicle;
a cooling device that receives the refrigerant from the refrigerant distribution and assembling unit and cools the heat generating unit of the electrical equipment through heat exchange;
An integrated system for thermal management of railway vehicles and electrical components, characterized in that it includes an integrated thermal management control unit that integrally controls the heating and cooling of the inside of the passenger compartment of the railway vehicle and the cooling of electrical components.
The method of claim 1,
The refrigerant distribution and assembling unit comprises: a refrigerant distribution device for distributing the refrigerant supplied through the expansion valve to the evaporator and the cooling device under the control of the integrated thermal management control unit;
and a refrigerant collecting device for collecting refrigerant supplied from the evaporator and the cooling device and supplying the refrigerant to the compressor.
The method of claim 1,
The cooling device comprises a heat exchanger performing heat exchange between the coolant and the refrigerant, a water-cooled cooling device including a coolant pump circulating the coolant, or an air-cooling cooling device including a heat exchanger and a blower. system.
4. The method of claim 3,
The heat exchanger is configured as a multi-channel heat exchanger, and a waste heat transfer device for collecting waste heat generated from electrical equipment and supplying it into the cabin is connected to one side of the multi-channel heat exchanger.
5. The method of claim 4,
The waste heat transfer device includes: a pump that sucks and circulates a waste heat transfer fluid that is used to cool a heat generating part of an electric device and absorbs waste heat by heat exchange with a cooling water containing waste heat from a multi-channel heat exchanger; and waste heat circulated by the pump An integrated system for thermal management of railway vehicles and electrical equipment, characterized in that it includes a waste heat exchanger that allows heating in the cabin through heat exchange with the transfer fluid.
6. The method according to any one of claims 3 to 5,
The cooling device is an integrated system for thermal management of railway vehicles and electrical equipment, characterized in that a plurality of cooling devices are connected and installed in series or parallel to the refrigerant distribution and collecting unit.
The method of claim 1,
The thermal management integrated control unit monitors the temperature inside the cabin in real time, and selects any one mode among the cooling mode and heating mode of the inside of the room and the cooling mode that cools the heating part of the electrical equipment without heating and cooling inside the room according to the monitoring result. An integrated system for thermal management of railway vehicles and electrical equipment, characterized in that it controls the flow direction and distribution ratio of
8. The method of claim 7,
The heating mode includes a first heating mode in which the high-temperature and high-pressure refrigerant compressed in the compressor is vaporized in the evaporator in a state in which the passage between the compressor and the condenser of the railway vehicle air conditioning system is blocked and supplied into the cabin;
a second heating mode in which the high-temperature and high-pressure refrigerant compressed in the compressor is simultaneously sent to the evaporator and the condenser;
With the passage between the compressor and the condenser of the railway car air conditioning system blocked, the high-temperature and high-pressure refrigerant compressed by the compressor is vaporized in the evaporator and supplied into the cabin, and the waste heat generated from the heating part of the electrical equipment can be used for heating in the cabin. 3rd heating mode and
An integrated system for thermal management of railway vehicles and electrical components, characterized in that it includes a fourth heating mode for heating the cabin using only the waste heat generated from the heating part of the electrical components.

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