KR20220138988A - Control system of air conditioner for vehicle - Google Patents

Abstract

The present invention comprises: a first connection line, where a refrigerant distributed from a refrigerant line flows, connected to a first heat exchanger of a front air conditioner in the refrigerant line connecting a condenser and a heat exchanger; a second connection line, where the refrigerant distributed from the refrigerant line, connected to a second heat exchanger of a rear air conditioner in the refrigerant line; and a control valve installed at a branching position branched to the first connection line and the second connection line in the refrigerant line and controlling the refrigerant to flow to at least one between the first heat exchanger and the second heat exchanger to enable the front air conditioner and the rear air conditioner to be selectively operated. The present invention enables independent control of each of the front air conditioner and the rear air conditioner.

Description

Vehicle air conditioning control system {CONTROL SYSTEM OF AIR CONDITIONER FOR VEHICLE}

The present invention relates to an air conditioner control system for a vehicle, and more particularly, to a vehicle air conditioner control system that enables independent control of front and rear air conditioners while minimizing an increase in cost.

In general, an air conditioning system for a vehicle includes an air conditioner that circulates a refrigerant to heat or cool the interior of the vehicle.

Such an air conditioner device maintains a comfortable indoor environment by maintaining the interior temperature of the vehicle at an appropriate temperature regardless of external temperature changes. It is configured to heat or cool the interior of the vehicle by heat exchange by the evaporator in the process of circulation back to the compressor.

That is, in the air conditioner in the summer cooling mode, the high-temperature, high-pressure gaseous refrigerant compressed from the compressor is condensed through the condenser, and then the temperature and humidity of the room are lowered through evaporation in the evaporator through the receiver dryer and the expansion valve.

On the other hand, as interest in energy efficiency and environmental pollution issues is growing day by day, the development of an eco-friendly vehicle that can substantially replace an internal combustion engine vehicle is required. I, it can be divided into a hybrid vehicle driven using an engine and a battery.

Among these eco-friendly vehicles, a separate heater is not used in a vehicle or a hybrid vehicle unlike an air conditioner of a general vehicle, and an air conditioner applied to an eco-friendly vehicle is generally referred to as a heat pump system.

On the other hand, in the case of an electric vehicle, a driving force is generated by converting the chemical reaction energy of oxygen and hydrogen into electrical energy. It is essential for securing the performance of fuel cells.

In addition, even in a hybrid vehicle, along with an engine operated with a general fuel, a motor is driven using electricity supplied from the fuel cell or an electric battery to generate a driving force, and heat generated from the fuel cell or battery and the motor is effectively removed Only by removing it can the performance of the motor be secured.

Accordingly, in the hybrid vehicle or electric vehicle according to the prior art, the battery cooling system is formed as a separate sealed circuit together with the cooling means and the heat pump system to prevent heat generation of the battery including the motor, the electric components, and the fuel cell. have to be configured

Accordingly, the size and weight of the cooling module disposed in front of the vehicle increases, and the layout of the connection pipes for supplying refrigerant or coolant to each heat pump system, cooling means, and battery cooling system inside the engine room becomes complicated. have.

In addition, a battery cooling system for heating or cooling the battery according to the state of the vehicle is separately provided so that the battery exhibits optimal performance, a plurality of valves for connecting to each connection pipe are applied, and frequent opening and closing of these valves is provided. There is also a disadvantage in that the noise and vibration caused by the transmission are transmitted to the interior of the vehicle, and the riding comfort is deteriorated.

Matters described in the background section are prepared to promote understanding of the background of the invention, and may include matters not already known to those of ordinary skill in the art to which this technology belongs.

An object of the present invention is to connect a front air conditioner and a rear air conditioner to the refrigerant line through which the refrigerant moves from the condenser, respectively, and install a 3-way valve at the branching position, so that the front air conditioning unit is opened as the 3-way valve is opened. An object of the present invention is to provide an air conditioner control system for a vehicle that enables independent control of the front air conditioner and the rear air conditioner by selectively supplying refrigerant to the device and the rear air conditioner.

A vehicle air conditioner control system according to the present invention is connected to the first heat exchanger of the front air conditioner in a refrigerant line connecting a condenser and a heat exchanger, and a first connection line through which the refrigerant distributed from the refrigerant line moves, the refrigerant line In the second connection line connected to the second heat exchanger of the rear air conditioner and through which the refrigerant distributed from the refrigerant line moves and the refrigerant line, at a branching position where the first connection line and the second connection line are branched and a control valve installed to control the refrigerant to move to at least one of the first heat exchanger and the second heat exchanger to selectively operate the front air conditioner and the rear air conditioner. characterized in that

Meanwhile, the control valve is installed at a branch position of the refrigerant line where the first connection line and the second connection line are branched, and is a 3-way valve.

The control valve is installed at a branching position where the first connection line and the second connection line are branched from the circulation line among the refrigerant lines, and is a 3-way valve.

Here, the circulation line is a path in which the refrigerant discharged from the outlets of the first heat exchanger and the second heat exchanger passes through a compressor of the air conditioner system and circulates to the internal condensers of the front air conditioner and the rear air conditioner. do it with

In addition, the vehicle air conditioner control system according to the present invention further includes an expansion valve installed in the first connection line and the second connection line, respectively, to expand the refrigerant moving to the first heat exchanger and the second heat exchanger. include

In addition, the vehicle air conditioner control system according to the present invention further includes a third connection line connected to the inlet of the chiller at the branching position of the refrigerant line and allowing the refrigerant distributed from the refrigerant line to move to the chiller.

The control valve is installed at a branching position where the third connection line is branched along with the first connection line and the second connection line, and is a 4-way valve.

In addition, the third connection line includes an expansion valve for expanding the refrigerant moving to the chiller.

On the other hand, in the vehicle air conditioner control system according to the present invention, a fourth connection line is connected to the outlet of the chiller at a branch position branching from the circulation line among the refrigerant lines, and the refrigerant distributed from the refrigerant line moves to the chiller. further includes

Here, the control valve is installed at a branching position where the fourth connection line is branched from the circulation line among the refrigerant lines, along with the first connection line and the second connection line, and is a 4-way valve. .

According to the present invention, a front air conditioner and a rear air conditioner are respectively connected to a refrigerant line through which the refrigerant moves from a condenser, and a 3-way valve is installed at the branching position, and as the 3-way valve is opened, the front air conditioner and By selectively supplying the refrigerant toward the rear air conditioner, it has the effect of enabling independent control of the front air conditioner and the rear air conditioner.

In addition, the present invention connects the front air conditioner and the rear air conditioner to the refrigerant line through which the refrigerant moves from the condenser, respectively, but installs a 4-way valve at the branching position to open the 4-way valve, the front air conditioner, By selectively supplying refrigerant to the rear air conditioner and the chiller, it has the effect of enabling independent control of each of the front air conditioner, the rear air conditioner and the chiller.

In addition, the present invention integrates the refrigerant line discharged from the evaporator of the front air conditioner and the rear air conditioner and the refrigerant line discharged from the chiller, and installs a 4-way valve at the position, thereby providing a front air conditioner, a rear air conditioner, There is an effect of controlling the circulation of the refrigerant discharged from the chiller.

1 is a view for showing an air conditioner control system for a vehicle of a comparative example.
FIG. 2 is a diagram illustrating a first connection line and a second connection line for a vehicle air conditioner control system according to an embodiment of the present invention.
3 to 5 are diagrams for showing operating states of a front air conditioner and a rear air conditioner for a vehicle air conditioner control system according to an embodiment of the present invention.
6 is a view showing a first embodiment of an operation of a control valve for a control system for an air conditioner for a vehicle according to an embodiment of the present invention.
7 is a view showing a second embodiment of the operation of the control valve for the control system for the vehicle air conditioner according to the embodiment of the present invention.
8 is a diagram illustrating a third embodiment of an operation of a control valve for an air conditioner control system for a vehicle according to an embodiment of the present invention.

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

Advantages and features of the present invention, and a method for achieving the same, will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings.

However, the present invention is not limited by the embodiments disclosed below, but will be implemented in a variety of different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the art to which the present invention pertains It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims.

In addition, in the description of the present invention, when it is determined that related known techniques may obscure the gist of the present invention, a detailed description thereof will be omitted.

First, a configuration of a thermal management system according to a comparative example will be described in order to facilitate understanding of the present invention.

1 is a configuration diagram illustrating a thermal management system for a vehicle according to a comparative example. Referring to FIG. 1 , parts for performing thermal management, and coolant lines 114 and 127 and coolant lines 155 through which coolant and coolant flow are included. The cooling circuit is shown.

As shown, the thermal management system of the vehicle includes a water-cooled cooling system that performs thermal management and cooling of power electronic (PE) components and batteries for driving the vehicle, together with the air conditioning system 140 of the air conditioning device. . Here, the cooling system is configured to circulate the cooling water to cool or heat the power electronic components and the battery to manage the heat of the power system. Such cooling systems may include components that cool or heat the coolant.

The cooling system includes one or more reservoir tanks 111 and 121 in which coolant is stored, and electric water pumps 112, 122 and 123 for pumping coolant for circulation of coolant, radiators 113 and 124 for dissipating coolant and a cooling fan. 130, a chiller 125 for cooling the coolant, a coolant heater 126 for heating the coolant, valves 116 and 129 for controlling the flow of coolant, and a coolant line connecting these parts and a cooling circuit 110 and 120 configured including 114 and 127 , and a controller (not shown) for controlling the cooling water temperature and cooling water flow of the cooling circuits 110 and 120 .

Here, the controller controls the operation of the electric water pumps 112 , 122 , 123 , the coolant heater 126 , the internal heater 142 to be described later, the compressor 144 , the cooling fan 130 , the opening/closing door 143 , and the like, and also thermal management. Controls the valves 116, 129, 147, 152, 159, 162 of the system. For example, the controller may control the flow direction of the coolant by controlling the operations of the first valve 116 and the second valve 129 that are 3-way valves.

The cooling system passes the coolant along the coolant passage of the power electronic components 171 to 175 for driving the vehicle and the coolant passage of the battery 176 for supplying operating power to the power electronic components 171 - 175. 175) and the temperature of the battery 176 is controlled. In addition, if necessary, the cooling system may be configured to separate and cool the power electronic components 171 - 175 and the battery 176 , or to cool the power electronic components and the battery in an integrated manner.

In the thermal management system of FIG. 1 , the cooling system arranges two radiators 113 and 124 at the front end of the vehicle in order to increase the vehicle's cruising distance and improve fuel efficiency, and parallel coolant lines 114 and 127 circulating through the respective radiators. By configuring the power electronic (PE) components 171-175 and the battery 176 by separating it can be a parallel-type separation cooling system so that it can be cooled.

Here, the power electronic components to be cooled include the front wheel motor 175 and the rear wheel motor 174 as driving sources for driving the vehicle, and a front wheel inverter for driving and controlling the front wheel motor 175 and the rear wheel motor 174 . 171 , a rear-wheel inverter 172 , an on-board charger (OBC) for charging the battery 176, and a low voltage DC-DC converter (LDC) 173 . can do.

Referring to FIG. 1 , it can be seen that the coolant lines 114 and 127 are individually connected to two radiators, that is, a first radiator (HTR) 113 and a second radiator (LTR) 124 . The first radiator 113 and the second radiator 124 emit heat from the coolant circulating in each coolant line 114 and 127 by heat exchange between the outside air sucked by the cooling fan 130 and the coolant in each radiator, and the coolant to cool

In the parallel type separate cooling system, according to the operating temperature (coolant temperature), the first radiator 113 is a high temperature radiator (HTR) that radiates and cools heat by passing a relatively high temperature coolant. The second radiator 124 is a low temperature radiator (LTR) that radiates and cools heat by passing a relatively low temperature coolant compared to the first radiator 113 . In this case, the second radiator 124 that is a low-temperature radiator may be disposed in front of the first radiator 113 that is a high-temperature radiator.

The first radiator 113 and the reservoir tank 111, the front-wheel inverter 171 and the rear-wheel inverter 172, the in-vehicle charger (OBC) and the low-voltage DC-DC converter (LDC) 173, the rear wheel motor 174 And the first cooling water line 114 is connected between the power electronic (PE) components such as the front wheel motor 175 to circulate the cooling water.

In addition, a first electric water pump 112 for pumping cooling water for circulation of the cooling water is installed in the first cooling water line 114 , and a first by connecting the cooling water lines at the front and rear ends of the first radiator 113 . A first valve 116 for selectively flowing coolant to the pass line 115 and the first radiator 113 is installed. Here, the first valve 116 may be a three-way valve capable of flow distribution.

Accordingly, the first cooling circuit 110 for cooling the power electronic components 171 - 175 by circulating the cooling water through the first cooling water line 114 is configured. In the first cooling circuit 110 , the coolant pumped by the first electric water pump 112 circulates along the first coolant line 114 , and the front-wheel inverter 171 , the rear-wheel inverter 172 , the charger (OBC) and Power electronics (PE) components such as a low voltage DC-DC converter (LDC) 173 , a rear wheel motor 174 , and a front wheel motor 175 are sequentially passed through. While the cooling water passes through the cooling water passage in each power electronic component (171-175), the power electronic components are sequentially cooled, and the high-temperature cooling water that has cooled the power electronic components (171-175) passes through the first radiator (113). It is cooled through heat exchange with air and heat dissipation.

Meanwhile, the second coolant line 127 is connected to circulate coolant between the second radiator 124 , the reservoir tank 121 , the battery 176 , the coolant heater 126 , and the chiller 125 . Here, the battery 176 supplies operating power to power electronic components such as the front wheel motor 175 and the rear wheel motor 174 . For this purpose, although not shown in the drawings for the electrical wiring, the battery 176 is connected to the power electronic components 171 to 175 through the electrical wiring. For example, the battery 176 is connected to the front wheel motor 175 and the rear wheel motor 174 through the front wheel inverter 171 and the rear wheel inverter 172 to be charged and discharged, respectively. In addition, the battery 176 is connected to the in-vehicle charger (OBC) and the low-voltage DC-DC converter 173 through electrical wiring.

In addition, electric water pumps 122 and 123 for pumping coolant for circulation of the coolant are installed in the second coolant line 127 , and a second bypass line connecting the coolant lines in front and behind the second radiator 124 . (128), and a second valve (129) for selectively flowing the coolant to the second radiator (124) is installed. Here, the second valve 129 may be a three-way valve capable of flow distribution. Accordingly, the second cooling circuit 120 for cooling the battery 176 by circulating the coolant through the second coolant line 127 is configured. In the second cooling circuit 120 , a plurality of electric water pumps, that is, the second electric water pump 122 and the third electric water pump 123 may be installed in the second cooling water line 127 .

In the second cooling circuit 120 , the cooling water pumped by the electric water pumps 122 and 123 passes through the cooling water passage of the battery 176 while circulating along the second cooling water line 127 , and the cooling water of the battery 176 . The battery 176 is cooled by the coolant while passing through the coolant passage. In addition, the high-temperature coolant that has cooled the battery 176 is cooled through heat exchange with air and heat radiation while passing through the second radiator 124 .

As described above, the temperature of the coolant for cooling the battery 176 is relatively low compared to the temperature of the coolant for cooling the power electronic components 171 to 175 . Therefore, the second radiator 124 that dissipates heat from the relatively low temperature coolant may be referred to as a low temperature radiator (LTR), and the first radiator 113 that dissipates heat from the relatively high temperature coolant may be referred to as a high temperature radiator (HTR). have.

In FIG. 1 , reference numeral 126 denotes a coolant heater 126 , which may be installed in the second coolant line 127 between the battery 176 and the chiller 125 . The coolant heater 126 is turned on when the temperature of the battery 176 is required to rise, and the coolant circulated along the second coolant line 127 is heated so that the heated coolant flows into the coolant flow path in the battery 176 . to allow entry. The coolant heater 126 may be an electric heater operated by receiving power.

In addition, the thermal management system of the comparative example may include the air conditioning system 140 . The air conditioner system 140 includes a compressor 144 that compresses the refrigerant, an external condenser (COND) 146 that condenses and liquefies the refrigerant compressed in the compressor 144, and a refrigerant that is condensed and liquefied by the external condenser 146. The main components are a first expansion valve 147 that rapidly expands, and an evaporator (EVAP) that cools the air blown into the vehicle interior by using the latent heat of evaporation of the refrigerant while evaporating the refrigerant expanded in the first expansion valve 147. included as an element.

Here, the external condenser (COND) 146 is disposed at the front end of the vehicle and is provided to allow outside air to pass therethrough. At this time, an internal condenser (ICOND) 145 is disposed in the rear of the evaporator (EVAP) 153 corresponding to the heat exchanger in the air conditioning case 141, and the air blown by the air conditioning blower (not shown) in the evaporator ( 153) and the internal condenser 145 in order to be discharged into the vehicle interior. Reference numeral 142 denotes an internal heater (PTC heater) 142 that selectively operates, and the internal heater 142 is for indoor heating.

Accordingly, in the heating mode (heat pump mode), the internal heater 142 is operated so that the air blown by the air conditioning blower is heated by the internal heater and then discharged into the vehicle interior, thereby heating the vehicle interior. On the other hand, in the cooling mode (air conditioning mode), the air blown by the air conditioning blower is cooled (exchanged with the refrigerant) by the evaporator 153 by operating the compressor 144 to circulate the refrigerant and then discharged into the vehicle interior, Accordingly, the vehicle interior may be cooled.

In addition, an opening/closing door 143 is disposed between the evaporator 153 and the internal condenser 145 in the air conditioning case 141 , and the opening/closing door 143 selectively opens and closes a passage through the internal condenser 145 . do. In the operation of the opening/closing door 143 , in the vehicle heating mode, the air passing through the evaporator 153 is opened to pass through the internal condenser 145 and the internal heater 142 , and in the vehicle cooling mode, the evaporator 153 . The internal condenser 145 and the internal heater 142 side are closed so that the air cooled while passing through is discharged directly into the vehicle interior without passing through the internal condenser 145 and the internal heater 142 .

In the air conditioner system 140 , the refrigerant line 155 is connected to circulate the refrigerant between the compressor 144 , the external condenser 146 , the first expansion valve 147 , and the evaporator 153 , and the external condenser 146 . may be disposed in front of the first radiator 113 and the second radiator 124 at the front end of the vehicle. In addition, an accumulator 154 may be installed in the refrigerant line 155 between the compressor 144 and the evaporator 153 .

Also, an internal condenser 145 may be connected to an external condenser 146 through a refrigerant line 155 , and the internal condenser 145 is disposed in a refrigerant line 155 between the compressor 144 and the external condenser 146 . can be The internal condenser 145 may be disposed in the rear of the evaporator 153 and in front of the internal heater 142 in the inside of the air conditioning case 141 . Referring to FIG. 1 , between the evaporator 153 and the internal heater 142 . It can be seen that the internal condenser 145 is disposed.

As a result, in the air conditioner system 140 , the refrigerant is transferred to the compressor 144 , the internal condenser 145 , the external condenser 146 , the first expansion valve 147 , the evaporator 153 , the accumulator 154 , and the compressor 144 again. ) is cycled through The compressor 144 is installed in the refrigerant line 155 between the internal condenser 145 and the evaporator 153 to compress the gaseous refrigerant at high temperature and high pressure. The accumulator 154 is installed in the refrigerant line 155 between the compressor 144 and the evaporator 153 so that only gaseous refrigerant is supplied to the compressor 144 , thereby improving the efficiency and durability of the compressor 144 .

The external condenser 146 is connected to the internal condenser 145 and the refrigerant line 155 , and receives the compressed refrigerant from the compressor 144 through the internal condenser 145 , and external air sucked by the cooling fan 130 . condensed by heat exchange with The first expansion valve 147 receives and expands the refrigerant condensed by the external condenser 146 , and the low-temperature, low-pressure refrigerant passing through the first expansion valve 147 is supplied to the evaporator 153 . Accordingly, heat exchange is made between the refrigerant expanded by the first expansion valve 147 in the evaporator 153 and the air blown by the air conditioning blower, and the cooled air is discharged into the vehicle interior through heat exchange to cool the interior. . The first expansion valve 147 may be a solenoid valve-integrated expansion valve.

Meanwhile, the thermal management system of the comparative example includes the chiller 125 for cooling the coolant circulating along the second coolant line 127 through heat exchange with the coolant for cooling the battery 176 . The chiller 125 may be installed in the second coolant line 127 and the coolant line 155 . More specifically, the chiller 125 may be installed in the second coolant line 127 for cooling the battery 176 and the coolant line 155 of the air conditioner system 140 . Here, the refrigerant line 155 in which the chiller 125 is installed may be separate branch refrigerant lines 156 and 157 branched from the refrigerant line 155 of the air conditioner system 140 .

Here, the branch refrigerant lines 156 and 157 in which the chiller 125 is installed are branched from the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 and are separated between the evaporator 153 and the accumulator 154 . It may be a branch refrigerant line connected to the refrigerant line 155 . At this time, the refrigerant inlet of the chiller 125 is connected to the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 through the third expansion valve 152 and the inlet branch refrigerant line 156 . do. In addition, the refrigerant outlet of the chiller 125 is connected to the refrigerant line 155 between the evaporator 153 and the accumulator 154 through the outlet-side branch refrigerant line 157 .

That is, the inlet branched refrigerant line 156 is branched from the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 and is the refrigerant of the chiller 125 through the third expansion valve 152 . It is a branched refrigerant line connected to the inlet, and the outlet-side branched refrigerant line 157 is branched from the refrigerant line 155 between the evaporator 153 and the accumulator 154 and is a branched refrigerant line connected to the refrigerant outlet of the chiller 125 . to be.

The third expansion valve 152 may be installed at the refrigerant inlet or the inlet branch refrigerant line 156 of the chiller 125 , and in the cooling mode, the inlet branch refrigerant line 156 branched from the refrigerant line 155 is connected. The refrigerant flowing through the chiller 125 is expanded. Accordingly, the refrigerant introduced into the third expansion valve 152 through the inlet branch refrigerant line 156 can be introduced into the chiller 125 while the temperature is lowered at the same time as the expansion. Accordingly, the refrigerant condensed by the external condenser 146 flows from the refrigerant line 155 to the third expansion valve 152 through the inlet branch refrigerant line 156, and passes through the third expansion valve 152. When the low-temperature, low-pressure refrigerant expanded during the operation flows into the chiller 125 , the refrigerant then passes through the inside of the chiller 125 and is discharged back to the refrigerant line 155 through the outlet-side branch refrigerant line 157 .

As described above, the chiller 125 is installed in the second coolant line 127 . Accordingly, the coolant circulating along the second coolant line 127 passes through the inside of the chiller 125 to cool the battery 176 . As a result, heat exchange can be made between the coolant passing through the inside of the chiller 125 and the low-temperature coolant, and the coolant cooled by heat exchange with the coolant in the chiller 125 is circulated along the second coolant line 127 . Also, the battery 176 may be cooled by the cooled coolant.

In addition, the thermal management system of the comparative example is a water-cooled heat exchanger installed in the second coolant line 127 to exchange heat between the coolant and the coolant, that is, separately from the chiller 125 , the two coolant lines 114 and 127 and the coolant line 155 . ) may further include a heat exchanger 158 installed between the coolant and the refrigerant to exchange heat.

At a position where the heat exchanger 158 is installed in the first coolant line 114 connected to the first radiator 113 , the coolant that has passed through the power electronic components 171 to 175 flows to the first radiator 113 . It may be a line position, that is, a position of a coolant line before the radiator connected from the power electronic components 171 to 175 to the inlet of the first radiator 113 . In addition, the location where the heat exchanger 158 is installed in the second coolant line 127 connected to the second radiator 124 is the coolant line location where the coolant that has passed through the chiller 125 flows to the second radiator 124 . That is, it may be a position of a coolant line in front of the radiator connected from the chiller 125 to the inlet of the second radiator 124 .

In addition, a position at which the heat exchanger 158 is installed in the refrigerant line 155 may be a refrigerant line between the internal condenser 145 and the external condenser 146 . At this time, the inlet of the heat exchanger 158 is connected to the internal condenser 145 through the refrigerant line 155 , and the outlet of the heat exchanger 158 is connected to the external condenser 146 through the refrigerant line 155 .

In addition, the second expansion valve 151 may be installed in the inlet refrigerant line 155 connected to the inlet of the heat exchanger 158 . In addition, the dehumidification line 161 may be branched from the inlet refrigerant line 155 to be connected to the refrigerant line 155 between the first expansion valve 147 and the evaporator 153 . A position at which the dehumidification line 161 is branched from the inlet refrigerant line 155 may be a refrigerant line between the inlet of the heat exchanger 158 and the second expansion valve 151 . Accordingly, the dehumidification line 161 is connected from the refrigerant line 155 between the inlet of the heat exchanger 158 and the second expansion valve 151 to the refrigerant line 155 between the first expansion valve 147 and the evaporator 153 . It becomes a separate refrigerant line to be connected.

In addition, a third valve 159 may be installed at the outlet of the heat exchanger 158 or the refrigerant line 155 connected from the outlet to the external condenser 146 , and the third valve 159 is a 3-way valve. can be In addition, a fourth valve 162 may be installed in the dehumidification line 161 branched from the inlet refrigerant line 155 of the heat exchanger 158 , and the fourth valve 162 opens and closes the refrigerant line 155 . may be a 2-way valve.

In addition, a separate connection line 160 connected to the refrigerant line 155 between the evaporator 153 and the accumulator 154 is connected to the third valve 159 . That is, the outlet of the heat exchanger 158 , the connection line 160 , and the refrigerant line 155 to the external condenser 146 are connected to the third valve 159 located on the outlet side of the heat exchanger 158 . do.

The third valve 159 controls the flow direction of the refrigerant that has passed through the heat exchanger 158 . 155), it is possible to control the flow direction of the refrigerant to flow only in one selected one. The connection line 160 may be a kind of bypass line that bypasses the refrigerant that has passed through the heat exchanger 158 so as not to pass through the external condenser 146 .

In addition, in the thermal management system, the heat exchanger 158 serves as a water-cooled condenser in the cooling mode. That is, the refrigerant is condensed by the cooling water. In the cooling mode, the coolant flowing along the two coolant lines 114 and 127 passes through the heat exchanger 158 , and the refrigerant that has passed through the internal condenser 145 is transferred to the refrigerant line 155 and the second expansion valve 151 . While passing through the heat exchanger 158 through .

On the other hand, in the heating mode, the coolant flowing along the two coolant lines 114 and 127 passes through the heat exchanger 158 , passes through the internal condenser 145 , and then through the refrigerant line 155 and the second expansion valve 151 . While the supplied refrigerant passes through the heat exchanger 158, heat exchange is performed between the cooling water and the refrigerant. In this case, heat is transferred from the cooling water to the refrigerant so that the refrigerant is heated by the cooling water.

In this way, in the heating mode, the heat exchanger 158 serves as a water-cooled waste heat recovery chiller that recovers waste heat through the coolant and the coolant by transferring the heat of the coolant to the coolant. In addition, in the heating mode, the components in which the coolant and the refrigerant circulate in the thermal management system operate as a heat pump system, and the waste heat of the power electronic components 171 - 175 and the battery 176 is transferred to the coolant and the refrigerant while operating as the heat pump system. It can be recovered through the internal condenser 145 to be used for indoor heating of the vehicle.

The heat pump system includes an internal condenser 145 installed in the air conditioning case 141 and provided so that the refrigerant compressed by the compressor 144 of the air conditioner system passes, the cooling water lines 114 and 127 of the cooling system, and the internal condenser. A heat exchanger 158 that is provided to pass through a refrigerant line 155 connected from 145 to an external condenser 146 to perform heat exchange between cooling water and refrigerant, and between the internal condenser 145 and the heat exchanger 158 and a second expansion valve 151 installed in the refrigerant line 155 of the

As described above, the thermal management system for a vehicle of the comparative example has been described with reference to FIG. 1 . The reason for separately separating the second radiator 124 , which is a low-temperature radiator (LTR) in the thermal management system as shown in FIG. 1 , is because the temperature of the coolant that has passed through the second radiator under the condition that the outside temperature is low is less than 40° C., simply the coolant This is to allow the battery 176 to be cooled only by itself. In this case, since it is not necessary to operate the compressor, power consumption can be reduced, and vehicle fuel efficiency can be improved under actual use conditions.

Meanwhile, as shown in FIG. 2 , the first connection line 155a is a refrigerant line 155 connecting the external condenser 146 and the heat exchanger 158 , the first It is connected to the heat exchanger 153 , thereby forming a movement path through which the refrigerant distributed from the refrigerant line 155 moves.

In addition, the second connection line 155b is branched from the refrigerant line 155 together with the first connection line 155a and is connected to the second heat exchanger 153' provided in the rear air conditioner 141', Accordingly, a movement path through which the refrigerant distributed from the refrigerant line 155 moves is formed.

Conventionally, since the refrigerant line 155 is connected to pass through the first connection line 155a of the front air conditioner 141, as the refrigerant moves to the front air conditioner 141, the air blown by the air conditioning blower After passing through the evaporator 153 and the internal condenser 145 in order, it is to be discharged into the vehicle interior through the front air conditioner 141 .

However, since the air conditioner having this structure cannot control the rear air conditioner 141 ′ together, the first connection line 155a and the second connection line 155b are separated from the refrigerant line 155 . Independent control of the front air conditioner 141 and the rear air conditioner 141' is achieved by branching, that is, connecting them to the front air conditioner 141 and the rear air conditioner 141' by configuring each of them in parallel. can make it possible

To this end, the vehicle air conditioner control system according to the present embodiment may include a control valve 180 .

The control valve 180 is installed at a position branching from the refrigerant line 155 into the first connection line 155a and the second connection line 155b, and the first heat exchanger 153 and the second heat exchanger 153 '), by controlling the refrigerant to move to at least one or more, the selective operation of the front air conditioner 141 and the rear air conditioner 141' is made.

More preferably, the control valve 180 is the first connection line 155a and the second connection line 155b respectively connected to the inlets of the first heat exchanger 153 and the second heat exchanger 153 ′ are branched. It is installed at the branch position of the refrigerant line 155, and consists of a 3-way valve.

Accordingly, as shown in FIG. 3 , the control valve 180 opens the first connection line 155a and blocks the second connection line 155b, so that the refrigerant distributed from the refrigerant line 155 is first By supplying only one connection line 155a, independent driving control for the front air conditioner 141 is made.

And, as shown in FIG. 4 , the control valve 180 blocks the first connection line 155a and opens the second connection line 155b, so that the refrigerant distributed from the refrigerant line 155 is first By supplying only the two connection lines 155b, independent driving control for the rear air conditioner 141' is achieved.

In addition, as the control valve 180 opens the first connection line 155a and the second connection line 155b together, as shown in FIG. 5 , the refrigerant moving from the refrigerant line 155 is connected to the first connection line 155 . By distributing and supplying to the line 155a and the second connection line 155b, driving control for both the front air conditioner 141 and the rear air conditioner 141' is made.

As a result, in this embodiment, the control valve 180 is selectively opened, and accordingly, the front air conditioner 141 and the rear air conditioner 141' through the first connection line 155a and the second connection line 155b. ), by setting the movement paths of the refrigerant moving toward the inlet differently from each other, it is possible to enable independent driving control for each of the front air conditioner 141 and the rear air conditioner 141 ′.

In addition, a first expansion valve 147 may be installed on both the first connection line 155a and the second connection line 155b, and the expansion valve 147 is condensed in the external condenser 146 and converted into a liquid state It serves to rapidly expand the refrigerant moving along the first connection line 155a and the second connection line 155b.

On the other hand, as shown in FIG. 6 , the control valve 180 is located at a branching position where the first connection line 155a and the second connection line 155b are branched from the circulation line 155c formed in the refrigerant line 155 . installed, and consists of a 3-way valve.

Here, in the circulation line 155c, the refrigerant discharged from the outlets of the first heat exchanger 153 and the second heat exchanger 153' passes through the air conditioner system 140, the compressor 144, and the front air conditioner 141 and It may be a path that circulates to the internal condenser 145 of the rear air conditioner 141 ′.

This control valve 180 opens the first connection line 155a connected to the outlet of the first heat exchanger 153 on the circulation line 155c, and the second connection connected to the outlet of the second heat exchanger 153'. By blocking the line 155b, the refrigerant moving from the refrigerant line 155 is supplied only along the open first connection line 155a, so that independent driving control for the front air conditioner 141 is achieved. do.

Then, the control valve 180 blocks the first connection line 155a connected to the outlet of the first heat exchanger 153 on the circulation line 155c, and the second connection line 155a connected to the outlet of the second heat exchanger 153'. As the connection line 155b is opened, the refrigerant moving from the refrigerant line 155 is supplied only along the open second connection line 155b, so that independent driving control for the rear air conditioner 141' is achieved. make it happen

In addition, the control valve 180 connects the first connection line 155a and the second connection line 155b connected to the outlets of the first heat exchanger 153 and the second heat exchanger 153' on the circulation line 155c. As they are opened together, the refrigerant moving from the refrigerant line 155 is supplied along the open first connection line 155a and the second connection line 155b, so that the front air conditioner 141 and the rear air conditioner 141 ') to make independent drive control for all of them.

As a result, in this embodiment, the refrigerant moving along the circulation line 155c at the outlets of the first connection line 155a and the second connection line 155b through the selective opening of the control valve 180 . By setting ? to be different from each other as described above, independent driving control for each of the front air conditioner 141 and the rear air conditioner 141 ′ may be possible.

On the other hand, as shown in FIG. 7 , the vehicle air conditioner control system according to the present embodiment is connected to the inlet of the chiller 125 at the branch position of the refrigerant line 155 , and the refrigerant distributed from the refrigerant line 155 . It may further include a third connection line 155d for moving to the chiller 125 for cooling the battery.

Here, the control valve 180 is a third connection, together with the first connection line 155a and the second connection line 155b respectively connected to the inlets of the first heat exchanger 153 and the second heat exchanger 153 ′. The line 155d is installed at the branching position, and is composed of a 4-way valve.

More preferably, the control valve 180 is installed at a branching position where the first connection line 155a, the second connection line 155c, and the third connection line 155d of the refrigerant line 155 branch off.

Accordingly, as the control valve 180 opens the first connection line 155a and blocks the second connection line 155b and the third connection line 155d, the refrigerant moving from the refrigerant line 155 is By supplying only the first connection line 155a, independent driving control for the front air conditioner 141 is achieved.

And, as the control valve 180 opens the second connection line 155b and blocks the first connection line 155a and the third connection line 155d, the refrigerant moving from the refrigerant line 155 is first By supplying only the two connection lines 155b, independent driving control for the rear air conditioner 141' is achieved.

In addition, as the control valve 180 opens the first connection line 155a and the second connection line 155b together and blocks the third connection line 155d, the refrigerant moving from the refrigerant line 155 is By distributing and supplying the first connection line 141 and the second connection line 141 ′, driving control for both the front air conditioner 141 and the rear air conditioner 141 ′ is made.

In addition, as the control valve 180 opens the third connection line 155d and blocks the first connection line 155a and the second connection line 155b together, the refrigerant moving from the refrigerant line 155 is By selectively supplying to the third connection line 155d, the refrigerant can be used for cooling the chiller 125 when the battery needs to be cooled.

As a result, in this embodiment, through the selective opening of the control valve 180 , the movement path of the refrigerant moving toward the inlet of the front air conditioner 141 , the rear air conditioner 141 ′ and the chiller 125 is mutually exclusive. By setting differently, independent driving control for each of the front air conditioner 141 , the rear air conditioner 141 ′ and the chiller 125 may be possible.

An expansion valve 148 may be installed in the third connection line 155d, which rapidly expands the refrigerant that is condensed in the external condenser 146 and selectively moves to the chiller 125 in a liquefied state. serves to make

On the other hand, as shown in FIG. 8 , the control system for the vehicle air conditioning system according to the present embodiment is connected to the outlet of the chiller 125 at a branching position branched from the circulation line 155c, and is distributed from the refrigerant line 155 . It may further include a fourth connection line (155e) for allowing the refrigerant to move to the chiller (125).

The control valve 180 is a branching position where the fourth connection line 155e is branched from the circulation line 155c of the refrigerant line 155 together with the first connection line 155a and the second connection line 155b. It is installed on the wall and consists of a 4-way valve.

Here, the control valve 180 opens the first connection line 155a connected to the outlet of the first heat exchanger 153 on the circulation line 155c, and the second connection line 155a connected to the outlet of the second heat exchanger 153'. By blocking the connection line 155b and the fourth connection line 155e connected to the outlet of the chiller 125, the refrigerant moving from the refrigerant line 155 is supplied only along the open first connection line 155a. By doing so, independent driving control for the front air conditioner 141 is made.

And, as the control valve 180 opens the second connection line 155b on the circulation line 155c and opens the first connection line 155a and the fourth connection line 155e, the refrigerant line 155 is By allowing the refrigerant moving from the to be supplied only along the open second connection line 155b, independent driving control for the rear air conditioner 141' is achieved.

In addition, as the control valve 180 opens the fourth connection line 155e on the circulation line 155c and blocks both the first connection line 155a and the second connection line 155b, the refrigerant line 155 ( 125) can be used for cooling.

As a result, in the present embodiment, through the selective opening of the control valve 180 , the movement paths of the refrigerant moving to the outlets of the front air conditioner 141 , the rear air conditioner 141 ′ and the chiller 125 are different from each other. By setting, independent driving control for each of the front air conditioner 141 , the rear air conditioner 141 ′ and the chiller 125 may be enabled.

According to the present invention, a front air conditioner and a rear air conditioner are respectively connected to a refrigerant line through which the refrigerant moves from a condenser, and a 3-way valve is installed at the branching position, and as the 3-way valve is opened, the front air conditioner and By selectively supplying the refrigerant toward the rear air conditioner, it has the effect of enabling independent control of the front air conditioner and the rear air conditioner.

In addition, the present invention connects the front air conditioner and the rear air conditioner to the refrigerant line through which the refrigerant moves from the condenser, respectively, but installs a 4-way valve at the branching position to open the 4-way valve, the front air conditioner, By selectively supplying refrigerant to the rear air conditioner and the chiller, it has the effect of enabling independent control of each of the front air conditioner, the rear air conditioner and the chiller.

In addition, the present invention integrates the refrigerant line discharged from the evaporator of the front air conditioner and the rear air conditioner and the refrigerant line discharged from the chiller, and installs a 4-way valve at the position, thereby providing a front air conditioner, a rear air conditioner, There is an effect of controlling the circulation of the refrigerant discharged from the chiller.

Although the present invention has been described above with reference to the embodiment(s) shown in the drawings, this is only exemplary, and various modifications may be made therefrom by those skilled in the art, and the above-described embodiment It will be understood that all or part of (s) may optionally be combined. Accordingly, the true technical protection scope of the present invention should be defined by the technical spirit of the appended claims.

110: first cooling circuit 111: first reservoir tank
112: first electric water pump 113: first radiator
114: first coolant line 115: first bypass line
116: first valve
120: second cooling circuit 121: second reservoir tank
122: second electric water pump 123: third electric water pump
124: second radiator 125: chiller
126: coolant heater 127: second coolant line
128: second bypass line 129: second valve
130: cooling fan 140: air conditioning system
141: front air conditioner 141': rear air conditioner
142, 142': internal heater 143: open/close door
144, 144' : Compressor 145, 145' : Internal condenser
146: external condenser 147: first expansion valve
148: expansion valve 149: check valve
151: second expansion valve 152: third expansion valve
153, 153': first and second heat exchangers 154: accumulator
155: refrigerant line 155a: first connection line
155b: second connection line 155c: circulation line
155d: third connection line 155e: fourth connection line
156: inlet branch refrigerant line 157: outlet branch refrigerant line
158: heat exchanger 159: third valve
160: connection line 161: dehumidification line
162: fourth valve 163: expansion valve for dehumidification
164: orifice 171: front wheel inverter
172: rear wheel inverter
173: Charger (OBC) and Low Voltage DC-DC Converter (LDC)
174: rear wheel motor 175: front wheel motor
176: battery

Claims (10)

a first connection line connected to the first heat exchanger of the front air conditioner in the refrigerant line connecting the condenser and the heat exchanger, and through which the refrigerant distributed from the refrigerant line moves;
a second connection line connected to the second heat exchanger of the rear air conditioner in the refrigerant line and through which the refrigerant distributed from the refrigerant line moves; and
In the refrigerant line, it is installed at a branching position branching to the first connection line and the second connection line, and controls the refrigerant to move to at least one of the first heat exchanger and the second heat exchanger, and a control valve for selectively operating the front air conditioner and the rear air conditioner.
The method of claim 1,
The control valve is
The air conditioner control system of a vehicle, characterized in that it is a 3-way valve installed at a branch position of the refrigerant line to which the first connection line and the second connection line are branched.
The method of claim 1,
The control valve is
The air conditioning system control system for a vehicle, wherein the first connection line and the second connection line are installed at a branching position branching from a circulation line among the refrigerant lines, and are 3-way valves.
4. The method of claim 3,
The circulation line is
and a path in which the refrigerant discharged from the outlets of the first heat exchanger and the second heat exchanger passes through a compressor of the air conditioner system and circulates to the internal condensers of the front air conditioner and the rear air conditioner. control system.
The method of claim 1,
and an expansion valve installed on the first connection line and the second connection line, respectively, to expand the refrigerant moving to the first heat exchanger and the second heat exchanger.
The method of claim 1,
and a third connection line connected to the inlet of the chiller at the branching position of the refrigerant line and allowing the refrigerant distributed from the refrigerant line to move to the chiller.
7. The method of claim 6,
The control valve is
The air conditioner control system of a vehicle, characterized in that it is installed at a branching position where the third connection line is branched together with the first connection line and the second connection line, and is a 4-way valve.
7. The method of claim 6,
The third connection line is
and an expansion valve for expanding the refrigerant moving to the chiller.
The method of claim 1,
and a fourth connection line connected to the outlet of the chiller at a branching position branching from the circulation line among the refrigerant lines and allowing the refrigerant distributed from the refrigerant line to move to the chiller. system.
10. The method of claim 9,
The control valve is
The fourth connection line, together with the first connection line and the second connection line, is installed at a branching position branching from a circulation line among the refrigerant lines, and is a 4-way valve. .

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