KR20230146717A - Heat management system for vehicle - Google Patents

Abstract

The present invention allows heat to be absorbed from two low-pressure side heat exchangers, such as the battery chiller absorbing heat from the PE component heat source in the heat pump heating mode, and the water-cooled evaporator absorbing heat from the radiator heat source. It can improve the operating efficiency and heating performance of the heat pump, which absorbs heat and releases heat in high temperature places. Additionally, when battery temperature increase is required, part of the coolant can be circulated to the battery in heat pump heating mode or heat pump heating dehumidification mode. The goal is to provide a thermal management system for electric vehicles that allows various thermal management modes to be implemented centrally, such as easily implementing battery temperature increase mode.

Description

Heat management system for electric vehicles {HEAT MANAGEMENT SYSTEM FOR VEHICLE}

The present invention relates to a thermal management system for electric vehicles, and more specifically, to an integrated thermal management system for electric vehicles that allows easy implementation of a heat pump heating mode capable of simultaneous heat absorption during heating.

In order to perform overall thermal management of the vehicle, electric vehicles are equipped with a thermal management system that includes an air conditioning system for interior cooling and heating, and a cooling system that cools power electronic (PE) components or batteries through waste heat recovery.

A conventional thermal management system can be constructed with various types of cooling circuits, and each cooling circuit includes an electric water pump to circulate the coolant, a radiator to dissipate heat from the coolant, a chiller to cool the coolant, and a heater to heat the coolant. It includes essential components such as a heater for cooling, multiple valves to control the flow direction of coolant, and coolant lines connecting these parts.

However, the conventional thermal management system has difficulty in establishing a battery temperature increase mode using a heat pump, and the heating performance by the heat pump is insufficient, so a separate air heating type PTC heater must be used.

In order to solve this problem, a composite heat exchanger that is used as a condenser during cooling and operates as a heat exchanger with an endothermic function during heating has been added to the existing thermal management system. However, as endotherm during heating is performed only by one composite heat exchanger, heating There is a problem in that performance is low and there is a lack of heat source to implement the battery temperature increase mode, so a separate sub-condenser must be used additionally.

The present invention was developed to solve the above-described conventional problems. In the heat pump heating mode, the battery chiller absorbs heat from the heat source of the PE parts and at the same time, the water-cooled evaporator absorbs heat from the radiator heat source. By allowing simultaneous heat absorption by the heat exchanger, the operating efficiency of the heat pump for heating can be improved by absorbing heat from a low-temperature heat source and releasing heat in a high-temperature location. Additionally, when the battery temperature needs to be increased, the heat pump heating mode can be used. Alternatively, by allowing some of the coolant to circulate to the battery during the heat pump heating and dehumidification mode, a thermal management system for electric vehicles is provided that allows various thermal management modes to be implemented centrally, such as facilitating the implementation of the battery temperature increase mode. It has a purpose.

In order to achieve the above object, the present invention includes: a plurality of coolant circuits interconnected to enable and block coolant flow by a plurality of three-way valves; a water-cooled condenser mounted on one of the cooling water circuits; A battery chiller mounted on another one of the coolant circuits and connected to the PE part to absorb heat; a water-cooled evaporator mounted on another one of the cooling water circuits and connected to a radiator to enable heat absorption; and a refrigerant circuit provided to circulate refrigerant from the water-cooled condenser to the battery chiller and the water-cooled evaporator. It provides a thermal management system for electric vehicles, characterized in that it includes.

The plurality of coolant circuits include: a radiator, a first three-way valve, a first pump, a PE part, a second three-way valve, a water-cooled condenser, and a third three-way valve in series through a first coolant line. A first coolant circuit connected to; A second coolant connected in series by a battery chiller, a second pump, and a fourth three-way valve branched from the second three-way valve and connected to the first coolant line between the first pump and the PE part. Circuit; a third coolant circuit in which the battery and the fifth three-way valve are connected in series by a third coolant line branched from the fourth three-way valve and connected to a second coolant line between the battery chiller and the second three-way valve; a fourth coolant circuit in which a sixth three-way valve branches off from the fifth three-way valve and is mounted on a fourth coolant line connected to a third coolant line between the battery and the fourth three-way valve; One end is connected to the third three-way valve, the other end is connected to the 5-1 coolant line connected to the sixth three-way valve, and one end is connected to the first coolant line between the water-cooled condenser and the second three-way valve. The other end is connected to the 5-2 coolant line connected to the 4th coolant line between the 5th three-way valve and the 6th three-way valve, and the 5-1 coolant line is arranged in series and mounted on the 5-1 coolant line. 5th coolant circuit consisting of a 3pump and a heater core; A sixth pump, a water-cooled evaporator, and a seventh three-way valve are connected in series by a sixth coolant line branched from the first three-way valve and connected to the first coolant line between the radiator and the third three-way valve. Coolant circuit; and a seventh coolant line, one end of which is connected to the seventh three-way valve, the other end of which is connected to the sixth coolant line between the radiator and the fourth pump, and a cooler mounted on the seventh coolant line. Coolant circuit; It is characterized by being composed of.

In addition, a water heater is further installed in the 5-1 coolant line between the 6th three-way valve and the 3rd pump.

The refrigerant circuit includes: a refrigerant supply line connected from the electric compressor to the water-cooled condenser; a first refrigerant circulation line for circulating refrigerant from the water-cooled condenser to the battery chiller; a second refrigerant circulation line for circulating refrigerant from the water-cooled condenser to the water-cooled evaporator; A first refrigerant return line connected from the battery chiller to the electric compressor; and a second refrigerant return line connected from the water-cooled evaporator to the electric compressor; It is characterized by being composed including.

In addition, a first expansion valve is mounted on the inlet side of the battery chiller to which the first refrigerant circulation line is connected, and a second expansion valve is mounted on the inlet side of the water-cooled evaporator to which the second refrigerant circulation line is connected.

In addition, an accumulator to which the first and second refrigerant return lines are simultaneously connected is disposed at the rear end of the electric compressor.

In a state in which the first three-way valve, the second three-way valve, and the third three-way valve are directionally controlled so that coolant flows along the first coolant line, coolant flows to the PE part and the radiator by driving the first pump. It is characterized by implementing a PE component cooling mode that repeatedly circulates.

The first three-way valve and the third three-way valve are direction-controlled to allow coolant to flow along a first coolant line, and the second three-way valve is direction-controlled to allow coolant to flow along a second coolant line. With the 4th three-way valve being directionally controlled to allow coolant to flow along the third coolant line, and the 5th three-way valve to be directionally controlled to allow coolant to flow along the 4th coolant line and the 5-1 coolant line, A process in which coolant circulates to the PE part by driving the first pump and cooling the PE part, and a process in which the coolant after passing through the PE part passes through a battery chiller by driving the second pump and is cooled; It is characterized by implementing a PE component and battery cooling mode in which the process of coolant passing through the battery chiller passes through the battery and cools the battery, and the process of circulating coolant after passing through the battery to the radiator are repeated.

The fourth three-way valve and the fifth three-way valve are directionally controlled so that coolant circulates along a portion of the second coolant line and the third coolant line, and the seventh three-way valve is controlled to circulate coolant along a portion of the sixth coolant line and the seventh coolant line. A process in which a low-temperature, low-pressure refrigerant flows from the water-cooled condenser to a water-cooled evaporator in a state in which the direction is controlled so that the coolant circulates along the coolant line, and the coolant flowing along a portion of the sixth coolant line and the seventh coolant line flows to the water-cooled evaporator. The indoor cooling mode is implemented by a process of passing through a cooler mounted on the 7th coolant line while being cooled by a low-temperature, low-pressure refrigerant passing through the cooler, and a process where the outdoor air passing around the cooler is cooled and directed indoors.

When implementing the indoor cooling mode, the process of low-temperature, low-pressure refrigerant flowing from the water-cooled condenser to the battery chiller, and the battery when coolant circulates along a portion of the second coolant line and the third coolant line by driving the second pump. The battery cooling mode is achieved by the process of cooling by the low-temperature, low-pressure refrigerant passing through the chiller, and the process of cooling the battery by passing the coolant cooled by the low-temperature, low-pressure refrigerant from the battery chiller to the battery connected to the third coolant line. It is characterized by being implemented simultaneously.

The first three-way valve and the seventh three-way valve are controlled to allow coolant to flow along the sixth coolant line, and the second three-way valve and the fourth three-way valve are controlled to allow coolant to flow along the second coolant line. Direction is controlled, and the third three-way valve and the sixth three-way valve are directionally controlled so that the coolant circulates along the 5-1 coolant line and the 5-2 coolant line, from the water-cooled condenser to the battery chiller at low temperature and low pressure. When the refrigerant flows, the battery chiller absorbs heat from the PE component heat source, and at the same time, when the low-temperature, low-pressure refrigerant flows from the water-cooled condenser to the water-cooled evaporator, the water-cooled evaporator absorbs heat from the radiator heat source. Do it as

When implementing the heat pump heating mode, the coolant circulates along the sixth coolant line by driving the fourth pump, the radiator absorbs heat from the surrounding air, and the heat absorbed from the radiator passes through the radiator. It is characterized by a process of raising the temperature of the coolant, a process of passing the heated coolant through a water-cooled evaporator, and a process of absorbing heat from the heated coolant in the water-cooled evaporator.

When implementing the heat pump heating mode, the coolant circulates along the second coolant line by driving the second pump, the coolant passes through the PE part and cools the PE part, and the temperature is raised by cooling the PE part. It is characterized by a process in which coolant passes through the battery chiller and a process in which heat is absorbed from the battery chiller from the heated coolant.

When implementing the heat pump heating mode, the refrigerant made into a low-temperature, low-pressure gas by simultaneous heat absorption of the battery chiller and the water-cooled evaporator is converted into a high-temperature, high-pressure gas by an electric compressor, and then radiates heat when passing through the water-cooled condenser. A process in which the coolant circulates along the 5-1 coolant line and the 5-2 coolant line by driving the third pump and sequentially passes through the heater core and the water-cooled condenser, and the coolant passes through the water-cooled condenser. In this case, indoor heating is achieved by a process in which the temperature is raised by the heat dissipation of the water-cooled condenser and passes through the heater core, and the outside air passing around the heater core is heated and directed indoors.

When implementing the heat pump heating mode, if the 5th three-way valve and the 6th three-way valve are controlled so that the coolant circulating in the 5-1 coolant line and the 5-2 coolant line flows to the 4th coolant line, A battery temperature increase mode is simultaneously implemented in which the coolant heated by the heat dissipation of the water-cooled condenser passes through the battery mounted on the fourth coolant line and raises the temperature of the battery.

Preferably, when the heat pump heating mode and the battery temperature increase mode are implemented simultaneously, the water heating heater mounted on the 5-1 coolant line is driven.

When implementing the heat pump heating mode, if the 7th three-way valve is directionally controlled to circulate coolant along a portion of the 6th coolant line and the 7th coolant line, coolant flows through the 7th coolant line by driving the 4th pump. A process in which the coolant flowing along the seventh coolant line passes through a cooler mounted on the seventh coolant line while being cooled by the low-temperature, low-pressure refrigerant passing through the water-cooled evaporator, and the outside air passing around the cooler. It is characterized in that a heat pump heating dehumidification mode is implemented by the process of cooling and heading indoors.

When implementing the heat pump heating and dehumidification mode, the process of circulating coolant along the second coolant line by driving the second pump, the process of cooling the PE part by passing the coolant through the PE part, and increasing the temperature by cooling the PE part. It is characterized by the process of passing the coolant through the battery chiller and the process of absorbing heat from the heated coolant in the battery chiller.

When implementing the heat pump heating dehumidification mode, the 5th three-way valve and the 6th three-way valve are controlled so that the coolant circulating in the 5-1 coolant line and the 5-2 coolant line flows to the 4th coolant line. , Characterized in that a battery temperature increase mode is simultaneously implemented in which the coolant heated by heat dissipation of the water-cooled condenser passes through the battery installed in the fourth coolant line and raises the temperature of the battery.

Preferably, when the heat pump heating dehumidification mode and the battery temperature increase mode are implemented simultaneously, the water heating heater mounted on the 5-1 coolant line is driven.

By solving the above problems, the present invention provides the following effects.

First, in the heat pump heating mode, the battery chiller absorbs heat from the PE part heat source, and the water-cooled evaporator also absorbs heat from the radiator heat source. By allowing simultaneous heat absorption in the two low-pressure side heat exchangers, the battery chiller and the water-cooled evaporator, The operating efficiency of a heat pump for heating, which absorbs heat from a low-temperature heat source and releases heat in a high-temperature location, can be improved, thereby improving heating performance.

Second, in the heat pump heating dehumidification mode, the battery chiller absorbs heat from the heat source of the PE parts, and the water-cooled evaporator cools the cooling water for dehumidification, so the heat pump for heating can be operated smoothly just by the heat absorption of the battery chiller. , indoor dehumidification effect can also be achieved.

Third, when battery temperature increase is required, the battery temperature increase mode can be easily implemented by allowing a part of the coolant to circulate to the battery in the heat pump heating mode or heat pump heating dehumidification mode. In addition, the PE component cooling mode and PE component cooling mode can be easily implemented. and implementation of various thermal management modes, such as battery cooling mode and indoor cooling mode, can be implemented centrally.

1 is a circuit diagram showing a thermal management system for an electric vehicle according to the present invention;
Figure 2 is a circuit diagram showing the PE component cooling mode of the thermal management system for electric vehicles according to the present invention;
Figure 3 is a circuit diagram showing the PE components and battery cooling mode of the thermal management system for electric vehicles according to the present invention;
Figure 4 is a circuit diagram showing the interior cooling mode and battery cooling mode of the thermal management system for electric vehicles according to the present invention;
Figure 5 is a circuit diagram showing the heat pump heating mode of the thermal management system for electric vehicles according to the present invention;
Figure 6 is a circuit diagram showing the heat pump heating mode and battery temperature increase mode of the thermal management system for electric vehicles according to the present invention;
Figure 7 is a circuit diagram showing the heat pump heating and dehumidification mode of the thermal management system for electric vehicles according to the present invention;
Figure 8 is a circuit diagram showing the heat pump heating dehumidification mode and battery temperature increase mode of the thermal management system for electric vehicles according to the present invention.

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

The attached Figure 1 is a circuit diagram showing a thermal management system for an electric vehicle according to the present invention.

The electric vehicle is equipped with PE components 10 including a motor and an inverter, and is also equipped with a battery 30 capable of being charged and discharged to supply power to the PE components 10.

Since the PE component 10 generates heat when driven, appropriate cooling is required to maintain performance, and it is desirable to maintain the battery 30 at an optimal temperature suitable for maintaining performance through cooling or raising the temperature.

In addition, since electric vehicles do not have an internal combustion engine, they must be equipped with a separate heat pump system for cooling and heating.

Accordingly, it is desirable to build a thermal management system that integrates the PE component and battery cooling system and the cooling and heating heat pump system into one integrated thermal management system for centralized and efficient thermal management.

To this end, as shown in FIG. 1, the thermal management system according to the present invention includes a plurality of coolant circuits 110 to 170 interconnected to enable and block coolant flow by a plurality of three-way valves 101 to 107. It can be configured as follows.

Preferably, the thermal management system according to the present invention is configured to include 1-7 coolant circuits 110 to 170 interconnected to enable and block coolant flow by the 1-7 three-way valves 101 to 107. You can.

Additionally, the thermal management system according to the present invention includes a refrigerant circuit that circulates refrigerant from the water-cooled condenser 220 to the battery chiller 230 and the water-cooled evaporator 240.

Preferably, among the components of the refrigerant circuit, the water-cooled condenser 220 is mounted on one of the coolant circuits, and the battery chiller 230 is mounted on the other one of the coolant circuits to generate heat absorption with the PE component 10. Possibly connected, the water-cooled evaporator 240 may be mounted on another one of the cooling water circuits and connected to the radiator 20 to absorb heat.

Here, the configuration of the plurality of coolant circuits 110 to 170 will be described in detail as follows.

Among the plurality of coolant circuits, the first coolant circuit 110 includes a radiator 20, a first three-way valve 101, a first pump 61, a PE part 10, and a second three-way The valve 102, the water-cooled condenser 220, and the third three-way valve 103 may be connected in series to allow coolant flow through the first coolant line 111.

That is, the first coolant circuit 110 includes a radiator 20 connected in series to the first coolant line 111 along the coolant flow direction, a first three-way valve 101, and a first pump ( 61), a PE part 10, a second three-way valve 102, a water-cooled condenser 220, and a third three-way valve 103.

Among the plurality of coolant circuits, the second coolant circuit 120 includes a battery chiller 230, a second pump 62, and a fourth three-way valve 104 branched from the second three-way valve 102. It may be provided in a structure connected in series by a second coolant line 121 connected to the first coolant line 111 between the first pump 61 and the PE part 10.

That is, the second coolant circuit 120 has one end connected to the second three-way valve 102, and the other end is connected to the first coolant line between the first pump 61 and the PE part 10 ( 111), a battery chiller 230, a second pump 62, and a fourth three-way valve connected in series to the second coolant line 121 along the coolant flow direction. It may be configured to include (104).

Among the plurality of coolant circuits, the third coolant circuit 130 includes the battery 30 and the fifth three-way valve 105 branched from the fourth three-way valve 104 to connect the battery chiller 230 and the second coolant circuit. It may be provided in a structure connected in series by a third coolant line 131 connected to the second coolant line 121 between the three-way valves 102.

That is, one end of the third coolant circuit 130 is connected to the fourth three-way valve 104, and the other end is connected to the second coolant circuit between the battery chiller 230 and the second three-way valve 102. Including a third coolant line 131 connected to the line 121, a battery 30 and a fifth three-way valve 105 connected in series to the third coolant line 131 along the coolant flow direction. It can be configured.

Among the plurality of coolant circuits, the fourth coolant circuit 140 has a sixth three-way valve 106 branched off from the fifth three-way valve 105 to connect the battery 30 and the fourth three-way valve 104. It may be provided in a structure mounted on the fourth coolant line 141 connected to the third coolant line 131 in between.

That is, one end of the fourth coolant circuit 140 is connected to the fifth three-way valve 105, and the other end is connected to the third coolant line between the battery 30 and the fourth three-way valve 104. It may be configured to include a fourth coolant line 141 connected to (131) and a sixth three-way valve 106 mounted on the fourth coolant line 140 to allow or block the flow of coolant.

Meanwhile, among the plurality of coolant circuits, a fifth coolant circuit 140 is connected to enable communication between the first coolant circuit 110 and the fourth coolant circuit 140.

The fifth coolant circuit 150 has a 5-1 coolant line 151, one end of which is connected to the third three-way valve 103, and the other end of which is connected to the sixth three-way valve 106. , one end is connected to the first coolant line 111 between the water-cooled condenser 220 and the second three-way valve 102, and the other end is connected to the fifth three-way valve 105 and the sixth three-way valve ( 106), a 5-2 coolant line 152 connected to the 4th coolant line 141, and a third pump 63 and heater arranged in series and mounted on the 5-1 coolant line 151. It may be configured to include a core 40.

At this time, a water heating heater 42 may be further installed in the 5-1 coolant line 151 between the sixth three-way valve 106 and the third pump 63.

Among the plurality of coolant circuits, the sixth coolant circuit 160 includes a fourth pump 64, a water-cooled evaporator 240, and a seventh three-way valve 107 branched off from the first three-way valve 101. It may be provided in a structure connected in series by a sixth coolant line 161 connected to the first coolant line 111 between the radiator 20 and the third three-way valve 103.

That is, one end of the sixth coolant circuit 160 is connected to the first three-way valve 101, and the other end is connected to the first coolant line between the radiator 20 and the third three-way valve 103. The sixth coolant line 161 connected to (111), the fourth pump 64 and the water-cooled evaporator 240 and the seventh three-way connected in series to the sixth coolant line 161 along the coolant flow direction. It may be configured to include a valve 107.

Among the plurality of coolant circuits, the seventh coolant circuit 170 has one end connected to the seventh three-way valve 107 and the other end connected to the sixth coolant circuit between the radiator 20 and the fourth pump 64. It may be configured to include a seventh coolant line 171 connected to the line 161 and a cooler 60 mounted on the seventh coolant line 171.

Meanwhile, the refrigerant circuit includes an electric compressor 210, a refrigerant supply line 211 connected from the electric compressor 210 to the water-cooled condenser 220, and a battery chiller 230 from the water-cooled condenser 220. A first refrigerant circulation line 221 branched to circulate the refrigerant to the furnace, a second refrigerant circulation line 222 branched to circulate the refrigerant from the water-cooled condenser 220 to the water-cooled evaporator 240, and A first refrigerant return line 232 is connected to enable refrigerant return from the battery chiller 230 to the electric compressor 210, and a second refrigerant return line 242 is connected from the water-cooled evaporator 240 to the electric compressor. It can be configured as follows.

In addition, a first expansion valve 231 is installed on the inlet side of the battery chiller 230 to which the first refrigerant circulation line 221 is connected to convert high-temperature and high-pressure liquid refrigerant into low-temperature and low-pressure liquid refrigerant, and A second expansion valve 241 is also installed on the inlet side of the water-cooled evaporator 240 to which the second refrigerant circulation line 222 is connected to convert the high-temperature and high-pressure liquid refrigerant into low-temperature and low-pressure liquid refrigerant.

Additionally, an accumulator 250 storing refrigerant to which the first and second refrigerant return lines 232 and 242 are simultaneously connected may be disposed at the rear end of the electric compressor 210.

Here, each operating mode for the thermal management system of the present invention configured as described above is as follows.

PE component cooling mode

The attached Figure 2 is a circuit diagram showing the PE component cooling mode of the thermal management system for electric vehicles according to the present invention.

As shown in FIG. 2, for cooling PE components 10 such as motors and inverters of electric vehicles, the first three-way valve 101, the second three-way valve 102, and the third three-way valve ( 103) is direction controlled so that the coolant can be circulated along the first coolant line 111 by a control signal from a controller (not shown).

Subsequently, the first pump 61 is driven by a control signal from the controller.

Therefore, by driving the first pump 61, the coolant flows along the first coolant line 111 and repeatedly circulates between the PE part 10 and the radiator 20, thereby reducing the pressure on the PE part 10. Cooling can occur.

At this time, after the coolant is cooled in the radiator 20, it flows to the PE part 10 to cool the PE part 10, and as the PE part 10 is cooled, the coolant, which has risen in temperature, flows again from the radiator 20. It can be cooled.

PE parts and battery cooling mode

The attached Figure 3 is a circuit diagram showing the PE components and battery cooling mode of the thermal management system for electric vehicles according to the present invention.

The PE component and battery cooling mode refers to a mode in which the battery is cooled to an appropriate temperature when battery cooling is necessary when cooling the PE component 10 of an electric vehicle.

For this purpose, as shown in FIG. 3, the first three-way valve 101 and the third three-way valve 103 are directionally controlled so that coolant flows along the first coolant line 111, and the second third The directional valve 102 is directionally controlled to allow coolant to flow along the second coolant line 121, and the fourth three-way valve 104 is directionally controlled to allow coolant to flow along the third coolant line 131, The fifth three-way valve 105 is directionally controlled so that coolant flows along the fourth coolant line 141 and the 5-1 coolant line 151.

Subsequently, the first pump 61 and the second pump 62 are driven by a control signal from the controller.

Therefore, by driving the first pump 61, the coolant circulates to the PE part 10 of the first coolant line 111, and the process of cooling the PE part 10 and the PE part 10 A process in which the coolant after passing through the battery chiller 230 of the second coolant line 121 is cooled by driving the second pump 62, and the coolant passing through the battery chiller 230 is cooled by the battery 30. ), the process of cooling the battery 30 while passing through the battery 30, and the process of cooling the heated coolant after passing through the battery 30 are circulated to the radiator 20 are repeated, thereby forming the PE part 10 and the battery 30. ) Simultaneous cooling can be easily achieved.

Indoor cooling mode and battery cooling mode

The attached Figure 4 is a circuit diagram showing the interior cooling mode and battery cooling mode of the thermal management system for an electric vehicle according to the present invention.

The indoor cooling mode is executed when indoor cooling is required, and the battery cooling mode refers to a mode in which the battery is cooled to an appropriate temperature when battery cooling is required during indoor cooling.

To this end, the fourth three-way valve 104 and the fifth three-way valve 105 circulate coolant along a portion of the second coolant line 121 and the third coolant line 131 by a control signal from the controller. The 7th three-way valve is directionally controlled to circulate coolant along a portion of the 6th coolant line 161 and the 7th coolant line 171 by a control signal from the controller.

Subsequently, the fourth pump 64 is driven by a control signal from the controller, and the electric compressor 210 is driven by a control signal from the controller.

Therefore, according to the process in which the high-temperature, high-pressure gaseous refrigerant flows from the electric compressor 210 to the water-cooled condenser 220, and the heat dissipation of the water-cooled condenser 220, the high-temperature, high-pressure liquid refrigerant is produced from the water-cooled condenser 220. 2 A process in which the coolant is converted to a low-temperature, low-pressure liquid refrigerant in the expansion valve 241 and then flows to the water-cooled evaporator 240, and the coolant flows to a portion of the sixth coolant line 161 by driving the fourth pump 64. And when it flows along the seventh coolant line 171 and passes through the water-cooled evaporator 240, it is cooled by the low-temperature, low-pressure refrigerant and passes through the cooler 50, and the outside air passing around the cooler 50 is cooled. As the process of heading indoors progresses, an indoor cooling mode can be implemented.

When implementing the indoor cooling mode as described above, if battery cooling is required, the battery cooling mode can be implemented at the same time.

For this purpose, the second pump 62 is driven by a control signal from the controller.

Next, in the battery cooling mode, a process in which high-temperature, high-pressure liquid refrigerant from the water-cooled condenser 220 is converted to low-temperature, low-pressure liquid refrigerant in the first expansion valve 231 and then flows to the battery chiller 230, When the coolant circulates along a portion of the second coolant line 121 and the third coolant line 131 by driving the second pump 62, the low-temperature, low-pressure refrigerant passing through the battery chiller 230 The cooling process and the coolant cooled by the low-temperature, low-pressure refrigerant may pass through the battery 30 connected to the third coolant line 131 from the battery chiller 230 to cool the battery 30. .

Meanwhile, when implementing the indoor cooling mode and the battery cooling mode, coolant flows along the first coolant line 111 by driving the first pump 61, and flows through the PE part 10, the water-cooled condenser 220, and the radiator. By repeatedly circulating (20), cooling of the PE part (10) can be achieved.

Heat pump heating mode

The attached Figure 5 is a circuit diagram showing the heat pump heating mode of the thermal management system for electric vehicles according to the present invention.

The heat pump heating mode is a mode for indoor heating, and is equipped with two low-pressure side heat exchangers, a battery chiller 230 and a water cooling type, to improve the heat pump efficiency of absorbing heat from a low-temperature heat source and releasing heat in a high-temperature location. It is unique in that it allows simultaneous heat absorption in the evaporator 240.

Specifically, when only one evaporator is adopted as the low-pressure side heat exchanger in the configuration of the refrigerant circuit, heat absorption may be limited, such as the heat absorption amount of the evaporator may not be able to achieve the specified heat absorption amount, but the present invention provides two low-pressure side heat exchangers. By allowing simultaneous heat absorption in the battery chiller 230 and the water-cooled evaporator 240, which are heat exchangers, a set heat absorption amount can be satisfied, resulting in heat pump efficiency that absorbs heat from a low-temperature heat source and releases heat in a high-temperature location. The main focus is on improving the heating efficiency of heat pump operation.

For this purpose, as shown in FIG. 5, the first three-way valve 101 and the seventh three-way valve 107 are controlled to direct coolant to flow along the sixth coolant line 161 by a control signal from the controller. The direction of the second three-way valve 102 and the fourth three-way valve 104 is controlled so that coolant flows along the second coolant line 121, and the third three-way valve 103 and the sixth The three-way valve 106 is directionally controlled so that coolant circulates along the 5-1 coolant line 151 and the 5-2 coolant line 152.

At this time, when the low-temperature, low-pressure refrigerant flows from the water-cooled condenser 220 to the battery chiller 230, that is, the high-temperature, high-pressure liquid refrigerant flows from the water-cooled condenser 220 to the low-temperature, low-pressure liquid in the first expansion valve 231. When converted to a state refrigerant and flowing to the battery chiller 230, the battery chiller 230 absorbs heat from the heat source of the PE part 10.

More specifically, the process in which the coolant circulates along the second coolant line 121 by driving the second pump 62, and the coolant passes through the PE part 10 and cools the PE part 10. The process includes a process in which the coolant cooled by cooling the PE component 10 passes through the battery chiller 230, and a process in which heat is absorbed from the battery chiller 230 from the raised coolant.

At the same time, when the low-temperature, low-pressure refrigerant flows from the water-cooled condenser 220 to the water-cooled evaporator 240, that is, the high-temperature, high-pressure liquid refrigerant flows from the water-cooled condenser 220 to the low-temperature, low-pressure refrigerant in the second expansion valve 241. When the refrigerant is converted to a liquid state and flows to the water-cooled evaporator 240, the water-cooled evaporator 240 absorbs heat from the heat source of the radiator 20.

More specifically, a process in which coolant circulates along the sixth coolant line 161 by driving the fourth pump 64, a process in which heat is absorbed from the surrounding air in the radiator 20, and the radiator 20 ) A process of raising the temperature of the coolant passing through the radiator 20 by the heat absorbed from the coolant, a process of the heated coolant passing through the water-cooled evaporator 240, and a process of absorbing heat from the heated coolant in the water-cooled evaporator 240. This goes on.

Therefore, when implementing the heat pump heating mode, the refrigerant made into a low-temperature, low-pressure gas state by simultaneous heat absorption of the battery chiller 230 and the water-cooled evaporator 240 is converted into a high-temperature, high-pressure gas by the electric compressor 210. Afterwards, through the process of dissipating heat when passing through the water-cooled condenser 220 and the operation of the third pump 63, the coolant flows through the 5-1 coolant line 151 and the 5-2 coolant line 152. The process of circulating along and sequentially passing through the heater core 40 and the water-cooled condenser 220, and when the coolant passes through the water-cooled condenser 220, the temperature is raised by the heat dissipation of the water-cooled condenser 220, and the heater core 40 Indoor heating can be achieved by the process of passing through and the outdoor air passing around the heater core 40 being heated and directed indoors.

In this way, in the heat pump heating mode, the battery chiller 230 absorbs heat from the heat source of the PE part 10, and the water-cooled evaporator 240 also absorbs heat from the heat source of the radiator 20. Two low-pressure side heat exchangers. By allowing simultaneous heat absorption in the battery chiller 230 and the water-cooled evaporator 240, the operating efficiency of the heat pump for heating, which absorbs heat from a low-temperature heat source and releases heat in a high-temperature location, can be improved. Heating performance can be improved accordingly.

Heat pump heating mode and battery temperature increase mode

The attached Figure 6 is a circuit diagram showing the heat pump heating mode and battery temperature increase mode of the thermal management system for electric vehicles according to the present invention.

The heat pump heating mode and battery temperature increase mode refer to a mode that raises the battery temperature to an appropriate temperature when the battery temperature needs to be increased when implementing the heat pump heating mode described above.

For this purpose, as shown in FIG. 6, the fifth three-way valve 105 and the sixth three-way valve 106 connect the 5-1 coolant line 151 and the 5-2 coolant line by a control signal from the controller. The direction of the coolant circulating in the line 152 is controlled so that it also flows into the fourth coolant line 141.

Accordingly, the coolant, whose temperature is raised by the heat dissipation of the water-cooled condenser 220, branches off and flows along the fourth coolant line 141 and passes through the battery 30 mounted on the fourth coolant line 141, thereby A battery temperature increase mode that increases temperature may be implemented.

In this way, when it is necessary to increase the temperature of the battery in the heat pump heating mode, a part of the coolant can be circulated to the battery, so that the battery temperature increase mode can be easily implemented.

At this time, when the heat pump heating mode and the battery temperature increase mode are implemented simultaneously, the water heater 42 mounted on the 5-1 coolant line 151 may be driven by a control signal from the controller.

In other words, as the battery temperature increase mode is implemented simultaneously when implementing the heat pump heating mode described above, the coolant circulating in the 5-1 coolant line 151 and the 5-2 coolant line 152 flows into the 4th coolant line 141. ), the temperature of the coolant for heating may drop as the temperature of the battery 30 increases while branching and flowing along the 5-1 coolant line 151 and the 5th-1st coolant line 151 by driving the water heating heater 42. 5-2 Coolant circulating in the coolant line 152 may be reheated.

Accordingly, the coolant circulating along the 5-1 coolant line 151 and the 5-2 coolant line 152 is heated by reheating by the water heater 42 and passes through the heater core 40. , indoor heating can be easily achieved by the process in which outdoor air passing around the heater core 40 is smoothly heated and directed indoors, thereby preventing indoor heating performance from deteriorating.

Heat pump heating dehumidification mode

The attached Figure 7 is a circuit diagram showing the heat pump heating and dehumidification mode of the thermal management system for electric vehicles according to the present invention.

The heat pump heating dehumidification mode refers to a mode that removes moisture present indoors (e.g., moisture trapped in windshield glass, etc.) when the heater pump heating mode is implemented.

To this end, when dehumidification is required when implementing the heat pump heating mode, as shown in FIG. 7, the seventh three-way valve 107 is connected to a portion of the sixth coolant line 161 and the first part of the sixth coolant line 161 by a control signal from the controller. 7. The direction is controlled so that the coolant circulates along the coolant line 171.

Subsequently, the fourth pump 64 is driven by a control signal from the controller.

Accordingly, the process in which the coolant circulates along the seventh coolant line 171 by driving the fourth pump 64, and the coolant flowing along the seventh coolant line 171 passes through the water-cooled evaporator 240. Heat is generated through the process of passing through the cooler 50 mounted on the seventh coolant line 171 while being cooled by a low-temperature, low-pressure refrigerant, and the process of cooling the outside air passing around the cooler 50 and dehumidifying it toward the room. A pump heating dehumidification mode can be implemented.

Meanwhile, when implementing the heat pump heating dehumidification mode, the coolant circulates along the second coolant line 121 by driving the second pump 62, and the coolant passes through the PE part 10 and the PE part 10. A process of cooling (10), a process of coolant cooled by cooling the PE part 10 passes through the battery chiller 230, and a process of absorbing heat from the heated coolant in the battery chiller 230 are performed. .

In other words, when implementing the heat pump heating dehumidification mode, the heat pump for heating can be smoothly operated even if only heat absorption is performed by the battery chiller 230 without simultaneous heat absorption by the water-cooled evaporator and the battery chiller. there is.

In this way, in the heat pump heating dehumidification mode, the battery chiller 230 absorbs heat from the heat source of the PE part 10, and the water-cooled evaporator 240 cools the cooling water for dehumidification, so that only the heat absorption of the battery chiller 230 The heat pump for heating can operate smoothly, and an indoor dehumidification effect can also be achieved.

Heat pump heating dehumidification mode and battery temperature increase mode

The attached Figure 8 is a circuit diagram showing the heat pump heating dehumidification mode and battery temperature increase mode of the thermal management system for electric vehicles according to the present invention.

The heat pump heating dehumidification mode and battery temperature increase mode refer to a mode in which the battery is heated to an appropriate temperature when the battery temperature needs to be increased when implementing the heat pump heating dehumidification mode described above.

To this end, when the battery temperature needs to be raised when implementing the heat pump heating and dehumidifying mode, as shown in FIG. 8, the fifth three-way valve 105 and the sixth three-way valve 106 are operated by a control signal from the controller. The direction of the coolant circulating in the 5-1 coolant line 151 and the 5-2 coolant line 152 is controlled so that it also flows into the fourth coolant line 141.

Accordingly, the coolant, whose temperature is raised by the heat dissipation of the water-cooled condenser 220, branches off and flows along the fourth coolant line 141 and passes through the battery 30 mounted on the fourth coolant line 141, thereby A battery temperature increase mode that increases temperature may be implemented.

At this time, when the heat pump heating dehumidification mode and the battery temperature increase mode are implemented simultaneously, the water heating heater 42 mounted on the 5-1 coolant line 151 may be driven by a control signal from the controller.

In other words, as the battery temperature increase mode is implemented together when the heat pump heating dehumidification mode is implemented, the coolant circulating in the 5-1 coolant line 151 and the 5-2 coolant line 152 is supplied to the 4th coolant line ( As the temperature of the battery 30 increases while branching and flowing along 141), the temperature of the coolant for heating may drop. At this time, by driving the water heating heater 42, the 5-1 coolant line 151 and The coolant circulating in the 5-2 coolant line 152 may be reheated.

Accordingly, the coolant circulating along the 5-1 coolant line 151 and the 5-2 coolant line 152 is heated by reheating by the water heater 42 and passes through the heater core 40. , indoor heating can be easily achieved by the process in which outdoor air passing around the heater core 40 is smoothly heated and directed indoors, thereby preventing indoor heating performance from deteriorating.

Although the present invention has been described in detail in various embodiments above, the scope of the present invention is not limited to each of the above-described embodiments, and various modifications by those skilled in the art using the basic concept of the present invention defined in the claims below and improvements will also be included in the scope of rights of the present invention.

10: PE part 20: Radiator
30: Battery 40: Heater core
42: Water heater 50: Cooler
61: first pump 62: second pump
63: third pump 64: fourth pump
101: first three-way valve 102: second three-way valve
103: Third three-way valve 104: Fourth three-way valve
105: 5th three-way valve 106: 6th three-way valve
107: 7th three-way valve 110: 1st coolant circuit
111: first coolant line 120: second coolant circuit
121: second coolant line 130: third coolant circuit
131: first coolant line 140: fourth coolant circuit
141: Fourth coolant line 150: Fifth coolant circuit
151: 5-1 coolant line 152: 5-2 coolant line
160: 6th coolant circuit 161: 6th coolant line
170: 7th coolant circuit 171: 7th coolant line
210: Electric compressor 211: Refrigerant supply line
220: Water-cooled condenser 221: First refrigerant circulation line
222: Second refrigerant circulation line 230: Battery chiller
231: first expansion valve 232: first refrigerant return line
240: water-cooled evaporator 241: second expansion valve
242: Second refrigerant return line 250: Accumulator

Claims (20)

a plurality of coolant circuits interconnected to enable and block coolant flow by a plurality of three-way valves;
a water-cooled condenser mounted on one of the cooling water circuits;
A battery chiller mounted on another one of the coolant circuits and connected to the PE part to absorb heat;
a water-cooled evaporator mounted on another one of the cooling water circuits and connected to a radiator to enable heat absorption; and
a refrigerant circuit provided to circulate refrigerant from the water-cooled condenser to the battery chiller and the water-cooled evaporator;
A thermal management system for an electric vehicle, comprising:
In claim 1,
The plurality of coolant circuits are:
A first coolant circuit in which a radiator, a first three-way valve, a first pump, a PE component, a second three-way valve, a water-cooled condenser, and a third three-way valve are connected in series by a first coolant line;
A second coolant connected in series by a battery chiller, a second pump, and a fourth three-way valve branched from the second three-way valve and connected to the first coolant line between the first pump and the PE part. Circuit;
a third coolant circuit in which the battery and the fifth three-way valve are connected in series by a third coolant line branched from the fourth three-way valve and connected to a second coolant line between the battery chiller and the second three-way valve;
a fourth coolant circuit in which a sixth three-way valve branches off from the fifth three-way valve and is mounted on a fourth coolant line connected to a third coolant line between the battery and the fourth three-way valve;
One end is connected to the third three-way valve, the other end is connected to the 5-1 coolant line connected to the sixth three-way valve, and one end is connected to the first coolant line between the water-cooled condenser and the second three-way valve. The other end is connected to the 5-2 coolant line connected to the 4th coolant line between the 5th three-way valve and the 6th three-way valve, and the 5-1 coolant line is arranged in series and mounted on the 5-1 coolant line. 5th coolant circuit consisting of a 3pump and a heater core;
A sixth pump, a water-cooled evaporator, and a seventh three-way valve are connected in series by a sixth coolant line branched from the first three-way valve and connected to the first coolant line between the radiator and the third three-way valve. Coolant circuit; and
A seventh coolant consisting of a seventh coolant line, one end of which is connected to the seventh three-way valve, and the other end of which is connected to the sixth coolant line between the radiator and the fourth pump, and a cooler mounted on the seventh coolant line. Circuit;
A thermal management system for electric vehicles, characterized in that it consists of.
In claim 2,
A thermal management system for an electric vehicle, characterized in that a water heating heater is further installed in the 5-1 coolant line between the 6th three-way valve and the 3rd pump.
In claim 1,
The refrigerant circuit is:
A refrigerant supply line connected from the electric compressor to the water-cooled condenser;
a first refrigerant circulation line for circulating refrigerant from the water-cooled condenser to the battery chiller;
a second refrigerant circulation line for circulating refrigerant from the water-cooled condenser to the water-cooled evaporator;
A first refrigerant return line connected from the battery chiller to the electric compressor; and
a second refrigerant return line connected from the water-cooled evaporator to the electric compressor;
A thermal management system for an electric vehicle, comprising:
In claim 4,
A first expansion valve is installed on the inlet side of the battery chiller to which the first refrigerant circulation line is connected, and a second expansion valve is installed on the inlet side of the water-cooled evaporator to which the second refrigerant circulation line is connected. Thermal management system.
In claim 4,
A thermal management system for an electric vehicle, characterized in that an accumulator for storing refrigerant to which the first and second refrigerant return lines are simultaneously connected is disposed at the rear end of the electric compressor.
In claim 2,
In a state in which the first three-way valve, the second three-way valve, and the third three-way valve are directionally controlled so that coolant flows along the first coolant line, coolant flows to the PE part and the radiator by driving the first pump. A thermal management system for electric vehicles, characterized in that a PE component cooling mode that repeatedly circulates is implemented.
In claim 2,
The first three-way valve and the third three-way valve are direction-controlled to allow coolant to flow along a first coolant line, and the second three-way valve is direction-controlled to allow coolant to flow along a second coolant line. With the 4th three-way valve being directionally controlled to allow coolant to flow along the third coolant line, and the 5th three-way valve to be directionally controlled to allow coolant to flow along the 4th coolant line and the 5-1 coolant line, A process in which coolant circulates to the PE part by driving the first pump and cooling the PE part, and a process in which the coolant after passing through the PE part passes through a battery chiller by driving the second pump and is cooled; For electric vehicles, characterized in that PE parts and a battery cooling mode are implemented in which the process of coolant passing through the battery chiller passes through the battery and cools the battery, and the process of circulating coolant after passing through the battery to the radiator are repeated. Thermal management system.
In claim 2,
The fourth three-way valve and the fifth three-way valve are directionally controlled so that coolant circulates along a portion of the second coolant line and the third coolant line, and the seventh three-way valve is controlled to circulate coolant along a portion of the sixth coolant line and the seventh coolant line. A process in which a low-temperature, low-pressure refrigerant flows from the water-cooled condenser to a water-cooled evaporator in a state in which the direction is controlled so that the coolant circulates along the coolant line, and the coolant flowing along a portion of the sixth coolant line and the seventh coolant line flows to the water-cooled evaporator. Electricity characterized in that the indoor cooling mode is implemented by the process of passing through a cooler mounted on the 7th coolant line while being cooled by the low-temperature, low-pressure refrigerant passing through it, and the process of cooling the outdoor air passing around the cooler and heading indoors. Automotive thermal management system.
In claim 9,
When implementing the indoor cooling mode, the process of low-temperature, low-pressure refrigerant flowing from the water-cooled condenser to the battery chiller, and the battery when coolant circulates along a portion of the second coolant line and the third coolant line by driving the second pump. The battery cooling mode is achieved by the process of cooling by the low-temperature, low-pressure refrigerant passing through the chiller, and the process of cooling the battery by passing the coolant cooled by the low-temperature, low-pressure refrigerant from the battery chiller to the battery connected to the third coolant line. A thermal management system for electric vehicles characterized by being implemented simultaneously.
In claim 2,
The first three-way valve and the seventh three-way valve are controlled to allow coolant to flow along the sixth coolant line, and the second three-way valve and the fourth three-way valve are controlled to allow coolant to flow along the second coolant line. Direction is controlled, and the third three-way valve and the sixth three-way valve are directionally controlled so that the coolant circulates along the 5-1 coolant line and the 5-2 coolant line, from the water-cooled condenser to the battery chiller at low temperature and low pressure. When the refrigerant flows, the battery chiller absorbs heat from the PE component heat source, and at the same time, when the low-temperature, low-pressure refrigerant flows from the water-cooled condenser to the water-cooled evaporator, the water-cooled evaporator absorbs heat from the radiator heat source. A thermal management system for electric vehicles.
In claim 11,
When implementing the heat pump heating mode, the coolant circulates along the sixth coolant line by driving the fourth pump, the radiator absorbs heat from the surrounding air, and the heat absorbed from the radiator passes through the radiator. A thermal management system for an electric vehicle characterized by a process of raising the temperature of coolant, a process of passing the heated coolant through a water-cooled evaporator, and a process of absorbing heat from the heated coolant in the water-cooled evaporator.
In claim 11,
When implementing the heat pump heating mode, the coolant circulates along the second coolant line by driving the second pump, the coolant passes through the PE part and cools the PE part, and the temperature is raised by cooling the PE part. A thermal management system for an electric vehicle characterized by a process of coolant passing through a battery chiller and a process of absorbing heat from the heated coolant in the battery chiller.
In claim 11,
When implementing the heat pump heating mode, the refrigerant made into a low-temperature, low-pressure gas by simultaneous heat absorption of the battery chiller and the water-cooled evaporator is converted into a high-temperature, high-pressure gas by an electric compressor, and then radiates heat when passing through the water-cooled condenser. A process in which the coolant circulates along the 5-1 coolant line and the 5-2 coolant line by driving the third pump and sequentially passes through the heater core and the water-cooled condenser, and the coolant passes through the water-cooled condenser. A heat management system for an electric vehicle, characterized in that interior heating is achieved through a process in which the temperature is raised by heat dissipation of a water-cooled condenser and passes through the heater core, and the outside air passing around the heater core is heated and directed to the interior.
In claim 14,
When implementing the heat pump heating mode, if the 5th three-way valve and the 6th three-way valve are controlled so that the coolant circulating in the 5-1 coolant line and the 5-2 coolant line flows to the 4th coolant line, A thermal management system for an electric vehicle, characterized in that a battery temperature increase mode is simultaneously implemented in which the coolant heated by heat dissipation of the water-cooled condenser passes through the battery mounted on the fourth coolant line and raises the temperature of the battery.
In claim 15,
A thermal management system for an electric vehicle, characterized in that when the heat pump heating mode and the battery temperature increase mode are implemented simultaneously, the water heating heater mounted on the 5-1 coolant line is driven.
In claim 11,
When implementing the heat pump heating mode, if the 7th three-way valve is directionally controlled so that the coolant circulates along a portion of the 6th coolant line and the 7th coolant line, the coolant flows along the 7th coolant line by driving the 4th pump. A circulation process, a process in which the coolant flowing along the seventh coolant line is cooled by the low-temperature, low-pressure refrigerant passing through the water-cooled evaporator and passes through a cooler mounted on the seventh coolant line, and the outside air passing around the cooler is cooled. A heat management system for an electric vehicle, characterized in that a heat pump heating dehumidification mode is implemented through the process of turning the heat inside the room.
In claim 17,
When implementing the heat pump heating and dehumidification mode, the process of circulating coolant along the second coolant line by driving the second pump, the process of cooling the PE part by passing the coolant through the PE part, and increasing the temperature by cooling the PE part. A thermal management system for an electric vehicle characterized by a process of passing coolant through a battery chiller and a process of absorbing heat from the heated coolant in the battery chiller.
In claim 17,
When implementing the heat pump heating dehumidification mode, the 5th three-way valve and the 6th three-way valve are controlled so that the coolant circulating in the 5-1 coolant line and the 5-2 coolant line flows to the 4th coolant line. , A thermal management system for an electric vehicle, characterized in that a battery temperature increase mode is simultaneously implemented in which the coolant heated by heat dissipation of the water-cooled condenser passes through the battery mounted on the fourth coolant line and raises the temperature of the battery.
In claim 19,
A thermal management system for an electric vehicle, wherein when the heat pump heating and dehumidifying mode and the battery temperature increasing mode are implemented simultaneously, the water heating heater mounted on the 5-1 coolant line is driven.