KR20240034001A - Vehicular thermal management system - Google Patents

Abstract

The vehicle thermal management system includes a refrigerant loop configured to circulate the refrigerant, a compressor for compressing the refrigerant, a heater core heat exchanger disposed downstream of the compressor, an evaporator for evaporating the refrigerant, and a heater core spaced apart from the evaporator. air conditioning subsystem; a battery cooling subsystem thermally connected to the battery; and a heater core reservoir that stores heater core coolant, a supply conduit connecting the outlet of the heater core reservoir and the inlet of the heater core, and a recovery conduit connecting the inlet of the heater core reservoir and the outlet of the heater core, A heating subsystem including a pump configured to circulate heater core coolant. The supply conduit and the return conduit may be configured to be thermally connected to the heater core heat exchanger.

Description

Vehicle thermal management system {VEHICULAR THERMAL MANAGEMENT SYSTEM}

The present invention relates to a vehicle thermal management system, and more specifically, to a vehicle thermal management system that can efficiently perform the heating operation of the air conditioning system and the heating and cooling of the battery.

Recently, as interest in energy efficiency and environmental pollution issues grows day by day, there is a demand for the development of eco-friendly vehicles that can substantially replace internal combustion engine vehicles. These eco-friendly vehicles are usually electric vehicles powered by fuel cells or electricity, It is classified as a hybrid vehicle that is driven by an engine and a battery.

Electric or hybrid vehicles include a vehicle thermal management system for air conditioning in the passenger compartment and maintaining an appropriate temperature for the battery and/or powertrain components. The vehicle thermal management system includes an air conditioning subsystem (HVAC subsystem) to air-condition the passenger compartment, a powertrain cooling subsystem to maintain the powertrain components of the powertrain system at an appropriate temperature, and a battery to maintain the battery at an appropriate temperature. Includes cooling subsystem.

The air conditioning subsystem is configured to individually air condition the front and rear seat areas of the vehicle. Specifically, the air conditioning subsystem includes a front HVAC unit that air-conditions the front seat zone of the vehicle, and a rear HVAC unit that air-conditions the rear seat zone of the vehicle.

The front HVAC unit includes a front evaporator, interior condenser, and front PTC heater. The front evaporator, inner condenser, and front PTC heater are located in the front HVAC housing, and the front HVAC housing is located toward the front passenger space. The front PCT heater is configured to operate by electrical energy, and the front PTC heater heats the air so that all seat areas of the vehicle can be independently heated.

The rear HVAC unit includes a rear evaporator and PTC heater. The rear evaporator and rear PTC heater are placed within the rear HVAC housing, and the rear HVAC housing is placed toward the rear seat space of the passenger compartment. The rear PCT heater is configured to operate by electrical energy, and the rear PTC heater heats the air so that the rear seat area of the vehicle can be individually heated.

Additionally, the battery cooling subsystem has a battery temperature increase heater to increase the temperature of the battery.

As such, the conventional vehicle thermal management system has two PTC heaters and a battery temperature increase heater, so the manufacturing cost is high and the amount of electric energy used increases, so energy efficiency is reduced.

The matters described in this background art section have been written to improve understanding of the background of the invention, and may include matters that are not prior art already known to those skilled in the art in the field to which this technology belongs.

The present invention was developed in consideration of the above points, and the refrigerant discharged from the compressor of the air conditioning subsystem heats the heater core coolant (heat transfer medium) and flows the heater core coolant to the heater core and/or the battery side reservoir. The purpose is to provide a vehicle thermal management system that can reduce the consumption of electrical energy.

A vehicle thermal management system according to an embodiment of the present invention to achieve the above object includes a refrigerant loop configured to circulate the refrigerant, a compressor for compressing the refrigerant, a heater core heat exchanger disposed downstream of the compressor, and a refrigerant An air conditioning subsystem including an evaporator that evaporates and a heater core spaced apart from the evaporator; a battery cooling subsystem thermally connected to the battery; and a heater core reservoir that stores heater core coolant, a supply conduit connecting the outlet of the heater core reservoir and the inlet of the heater core, and a recovery conduit connecting the inlet of the heater core reservoir and the outlet of the heater core, A heating subsystem including a pump configured to circulate heater core coolant. The supply conduit and the return conduit may be configured to be thermally connected to the heater core heat exchanger.

The heater core heat exchanger may be configured to heat the heater core coolant by the refrigerant discharged from the compressor.

The heater core heat exchanger may include a first passage fluidly connected to the refrigerant loop of the air conditioning subsystem, a second passage fluidly connected to the supply conduit, and a third passage fluidly connected to the recovery conduit. there is.

The battery cooling subsystem may include a battery reservoir that stores battery coolant, and the heater core reservoir may be configured to be accommodated in the battery reservoir.

The heater core reservoir may be configured to be located in the center of the battery reservoir.

The heater core reservoir may include an injection neck extending from the top of the heater core reservoir, and a cap provided at the top of the injection neck. The injection neck may be fixed to the battery reservoir.

The heating subsystem may further include a bypass conduit connecting the supply conduit and the return conduit, and a bypass valve disposed in the bypass conduit.

The bypass conduit may be disposed between the heater core reservoir and the heater core heat exchanger. The inlet of the bypass conduit may be connected to the recovery conduit, and the outlet of the bypass conduit may be connected to the supply conduit.

The heating subsystem may further include an on/off valve disposed in the recovery conduit, and the on/off valve may be disposed at a point between an inlet of the bypass conduit and an inlet of the heater core reservoir.

It may further include a common temperature increase heater thermally connected to the heating subsystem and the battery cooling subsystem.

The vehicle thermal management system according to an embodiment of the present invention may further include a first temperature increase heater connected to the heating subsystem and a second temperature increase heater connected to the battery cooling subsystem.

The air conditioning subsystem may include a battery chiller thermally connected to the battery cooling subsystem, and the battery chiller may be fluidly connected to the battery reservoir. The battery cooling subsystem may include a chiller-side supply line that allows battery coolant to be supplied from the battery reservoir to the battery chiller, and a chiller-side return line that allows battery coolant to be returned from the battery chiller to the battery reservoir. there is.

According to the present invention, the refrigerant discharged from the compressor of the air conditioning subsystem heats the heater core coolant (heat transfer medium) and causes the heater core coolant to flow to the heater core and/or the heater core reservoir, thereby heating the air conditioning subsystem and maintaining the battery. Temperature raising, etc. can be carried out efficiently, and through this, the PTC heater can be eliminated, thereby reducing the consumption of electrical energy.

1 is a diagram illustrating a vehicle thermal management system according to an embodiment of the present invention.
Figure 2 is a diagram showing a heater core reservoir accommodated within a battery reservoir in a vehicle thermal management system according to an embodiment of the present invention.
Figure 3 is a diagram showing a common temperature increase heater thermally connected to the heating subsystem and the battery cooling subsystem in the vehicle thermal management system according to an embodiment of the present invention.
Figure 4 is a diagram showing that the first temperature increase heater is thermally connected to the heating subsystem and the second temperature increase heater is thermally connected to the battery cooling subsystem in the vehicle thermal management system according to an embodiment of the present invention.
FIG. 5 is a diagram illustrating that when the external temperature is low in the vehicle thermal management system according to an embodiment of the present invention, the air conditioning subsystem operates in a heating mode and the battery is heated by the battery cooling subsystem and the heating subsystem. .
FIG. 6 is a diagram illustrating that in the vehicle thermal management system according to an embodiment of the present invention, when the external temperature is low, the compressor of the air conditioning subsystem is stopped and the temperature of the battery is raised by the battery cooling subsystem.
FIG. 7 is a diagram illustrating that when the external temperature is low in the vehicle thermal management system according to an embodiment of the present invention, the air conditioning subsystem operates in a heating mode and the battery is cooled by the battery cooling subsystem.
Figure 8 is a diagram showing that when the external temperature is low in the vehicle thermal management system according to an embodiment of the present invention, the pump of the heating subsystem is stopped and the battery is cooled by the battery cooling subsystem.
FIG. 9 is a diagram illustrating that when the external temperature is room temperature in the vehicle thermal management system according to an embodiment of the present invention, the air conditioning subsystem operates in mixed mode and the battery is heated by the battery cooling subsystem and the heating subsystem. .
Figure 10 is a diagram showing that in the vehicle thermal management system according to an embodiment of the present invention, when the external temperature is room temperature, the air conditioning subsystem operates in mixed mode and the battery is cooled by the battery cooling subsystem.
Figure 11 is a diagram showing that in the vehicle thermal management system according to an embodiment of the present invention, when the external temperature is room temperature or high temperature, the pump of the heating subsystem is stopped and the battery is cooled by the battery cooling subsystem.
FIG. 12 is a diagram illustrating that when the external temperature is high in the vehicle thermal management system according to an embodiment of the present invention, the air conditioning subsystem operates in a heating mode and the battery is cooled by the battery cooling subsystem.

Hereinafter, some embodiments of the present invention will be described in detail through illustrative drawings. When adding reference numerals to components in each drawing, it should be noted that identical components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, when describing embodiments of the present invention, if detailed descriptions of related known configurations or functions are judged to impede understanding of the embodiments of the present invention, the detailed descriptions will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, order, or order of the component is not limited by the term. Additionally, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless clearly defined in the present application, should not be interpreted in an idealized or excessively formal sense. No.

Referring to FIG. 1, the thermal management system for a vehicle according to an embodiment of the present invention includes an HVAC subsystem (11) thermally connected to the passenger compartment, and a battery cooling subsystem (12) thermally connected to the battery. It may include a battery cooling subsystem) and a heating subsystem 50 that is thermally connected to the air conditioning subsystem 11.

(Air conditioning subsystem)

Referring to FIG. 1, the HVAC subsystem 11 for a vehicle according to an embodiment of the present invention may include a refrigerant loop 21, a front HVAC unit 130, and a rear HVAC unit 150. .

Specifically, the air conditioning subsystem 11 includes a compressor 31, a heater core heat exchanger 52, a heating side expansion valve 63, an intermediate heat exchanger 60, an outer heat exchanger 33, and a front expansion valve 61. ), a front evaporator 34, a rear expansion valve 62, and a rear evaporator 152. Additionally, the air conditioning subsystem 11 may include a battery chiller 45 that is thermally connected to the battery cooling subsystem 12. The refrigerant loop 21 circulates in various ways based on various operating modes such as the operating mode of the front HVAC unit 130, the operating mode of the rear HVAC unit 150, cooling and heating of the battery, and operation of the heating subsystem 50. It can be configured to provide a path.

The air conditioning subsystem 11 may be thermally connected to the passenger compartment. In particular, the air conditioning subsystem 11 may be configured to heat or cool the air in the passenger compartment of the vehicle using a refrigerant. In addition, the battery cooling subsystem 12 and the powertrain cooling subsystem (not shown) may be thermally connected to the air conditioning subsystem 11, and the battery cooling subsystem 12 may be thermally connected to the battery. The train cooling system (not shown) may be thermally connected to the powertrain component (not shown).

Specifically, the air conditioning subsystem 11 includes a compressor 31, a heater core heat exchanger 52, a heating side expansion valve 63, an intermediate heat exchanger 60, an outer heat exchanger 33, and a front expansion valve 61. ), a front evaporator 34, a rear expansion valve 62, and a rear evaporator 152. Additionally, the air conditioning subsystem 11 may include a battery chiller 45 that is thermally connected to the battery cooling subsystem 12. The refrigerant loop 21 may be configured to provide various circulation paths based on various operating modes, such as the operating mode of the front HVAC unit 130, the operating mode of the rear HVAC unit 150, and battery cooling.

The front HVAC unit 130 may be configured to discharge conditioned air toward the front of the vehicle to condition all seating areas of the passenger compartment. The front HVAC unit 130 may include a front HVAC housing (not shown) disposed in the front seat area of the passenger compartment. Referring to FIG. 1, the front HVAC unit 130 may include a front evaporator 34 and a front heater core 53 disposed within a front HVAC housing (not shown), and the front heater core 53 is a front evaporator. It can be separated from (34). The front evaporator 34 may be configured to cool the air flowing toward the all-seating area by evaporating the refrigerant, and the front heater core 53 may be configured to heat the air flowing toward the all-seating area.

The front HVAC unit 130 may include an air mixing door (not shown) disposed within a front HVAC housing (not shown). The air mixing door may be placed between the front evaporator 34 and the front heater core 53, and as the position of the air mixing door changes, the flow rate of air cooled by the front evaporator 34 and the front heater core 53 ) The flow rate of heated air can be mixed at a certain ratio. Within the front HVAC housing, heated air, cooled air, and mixed air flow through the front evaporator (34), front heater core (53), air mixing door, etc. toward the all-seat area of the passenger compartment through the air distributor unit. You can go.

The rear HVAC unit 150 may be configured to discharge conditioned air toward the rear seat area of the vehicle to condition the rear seat area of the passenger compartment. The rear HVAC unit 150 may include a rear HVAC housing (not shown) disposed in the rear seat area of the passenger compartment. Additionally, the rear HVAC unit (not shown) may include a rear evaporator 152 and a rear heater core 54 disposed within a rear HVAC housing (not shown), and the rear heater core 54 is connected to the rear evaporator 152. may be separated from The rear evaporator 152 may be connected in parallel to the front evaporator 34. The rear evaporator 152 can cool the air flowing toward the rear seat area by evaporating the refrigerant according to the cooling conditions of the rear seat area.

The compressor 31 may be configured to circulate the refrigerant by compressing the refrigerant. According to one example, the compressor 31 may be an electric compressor driven by electrical energy.

Heater core heat exchanger 52 may be thermally connected to heating subsystem 50. The heater core heat exchanger 52 may be located on the downstream side of the compressor 31, and the heater core heat exchanger 52 includes the refrigerant supplied from the compressor 31 and the heater core coolant circulating in the heating subsystem 50. It can be configured to transfer heat between them. The high-temperature, high-pressure gaseous refrigerant compressed by the compressor 31 transfers heat from the heater core heat exchanger 52 to the heater core coolant, so that the gaseous refrigerant can be condensed, and the heater core coolant is transferred to the heater core heat exchanger 52. It can be heated by high temperature and high pressure gaseous refrigerant. That is, the heater core heat exchanger 52 can simultaneously perform a condenser function to condense the refrigerant and a heater function to heat the heater core coolant. The heater core heat exchanger 52 can heat the heater core coolant using the refrigerant compressed by the compressor 31, and the heater core coolant heated by the heater core heat exchanger 52 is heated by the front heater core 53. and may flow to the rear heater core 54.

The intermediate heat exchanger 60 may be located downstream of the heater core heat exchanger 52, and in particular, the intermediate heat exchanger 60 is connected to the heater core heat exchanger 52 and the outer heat exchanger 33 on the refrigerant loop 21. ) can be placed between. The air conditioning subsystem 11 may be thermally connected to the battery cooling subsystem 12 and the powertrain cooling system (not shown) through an intermediate heat exchanger 60. The intermediate heat exchanger 60 may be configured to transfer heat between the air conditioning subsystem 11, the battery cooling subsystem 12, and the powertrain cooling system (not shown). The intermediate heat exchanger 60 may be configured to heat or cool the refrigerant by battery coolant circulating in the battery cooling subsystem 12 and/or powertrain coolant circulating in the powertrain cooling system. That is, the intermediate heat exchanger 60 may be a liquid-cooled heat exchanger that exchanges heat with battery coolant and/or powertrain coolant.

The heating side expansion valve 63 may be disposed on the upstream side of the intermediate heat exchanger 60. Specifically, the heating side expansion valve 63 may be disposed between the heater core heat exchanger 52 and the intermediate heat exchanger 60. During the heating operation of the front HVAC unit 130 and/or the heating operation of the rear HVAC unit 150, the heating side expansion valve 63 can control the flow or flow rate of the refrigerant flowing into the intermediate heat exchanger 60. and may be configured to expand the refrigerant.

According to one example, the heating-side expansion valve 63 may be an electronic expansion valve (EXV) with an actuator 63a. The actuator (63a) may have a shaft that moves to open and close a limited orifice in the valve body of the heating-side expansion valve (16), and the position of the shaft may vary depending on the rotation direction and degree of rotation of the actuator (63a), As a result, the opening degree of the orifice of the heating-side expansion valve 63 can be varied. The controller 100 can control the operation of the actuator 63a.

The heating side expansion valve 63 may be a fully open electronic expansion valve (full open type EXV). Accordingly, when the front HVAC unit 130 and the rear HVAC unit 150 do not operate in the heating mode at the same time, the heating-side expansion valve 63 is fully opened to 100%, allowing the refrigerant to pass through the heating-side expansion valve 63. and the refrigerant is not expanded (throttled) by the heating side expansion valve (63).

The heating-side expansion valve 63 may be configured to have a variable opening degree by the controller 100, and as the opening degree of the heating-side expansion valve 63 is varied, the flow rate of the refrigerant flowing into the intermediate heat exchanger 60 It can be variable. When the front HVAC unit 130 and the rear HVAC unit 150 operate simultaneously in the heating mode, the opening degree of the heating side expansion valve 63 can be controlled by the controller 100.

The outer heat exchanger 33 may be located downstream of the middle heat exchanger 60. The outer heat exchanger 33 may be placed adjacent to the front grill of the vehicle, and since the outer heat exchanger 33 is exposed to the outside, heat can be transferred between the outer heat exchanger 33 and the outside air. Accordingly, the external heat exchanger 33 may be an air-cooled heat exchanger that exchanges heat with the outside air. In particular, the outer heat exchanger 33 exchanges heat with outdoor air forcibly blown by a cooling fan, so that the heat transfer rate between the outer heat exchanger 33 and the outdoor air can be further increased.

The front evaporator 34 may be configured to evaporate the refrigerant supplied from the front expansion valve 61. That is, the refrigerant expanded by the front expansion valve 61 can absorb heat from the air and evaporate in the front evaporator 34. Accordingly, during the cooling operation of the air conditioning subsystem 11, the front evaporator 34 can cool the air using the refrigerant cooled by the external heat exchanger 33 and expanded by the front expansion valve 61. , the air cooled by the front evaporator 34 can flow into the front seat area of the passenger compartment.

The front expansion valve 61 may be disposed upstream of the front evaporator 34. A front expansion valve 61 may be disposed between the outer heat exchanger 33 and the front evaporator 34. During the cooling operation of the front HVAC unit 130, the front expansion valve 61 can control the flow or flow rate of the refrigerant flowing into the front evaporator 34 and can be configured to expand the refrigerant.

According to one embodiment, the front expansion valve 61 may be a thermal expansion valve (TXV) that controls the opening degree of the front expansion valve 61 by sensing the temperature and/or pressure of the refrigerant. Specifically, according to the embodiment, the front expansion valve 61 may be a thermostatic expansion valve with an on-off valve 61a that can selectively block the refrigerant from flowing into the internal oil of the front expansion valve 61, and an on-off valve ( 61a) may be a solenoid valve. The on-off valve 61a can be opened and closed by the controller 100, thereby blocking or unblocking the refrigerant from flowing into the front expansion valve 61. When the on-off valve (61a) is opened, the refrigerant may be allowed to flow into the front expansion valve (61), and when the on-off valve (61a) is closed, the refrigerant may be blocked from flowing into the front expansion valve (61). there is. According to one example, the on-off valve 61a may be configured to open and close the internal flow path of the front expansion valve 61 by being integrally mounted inside the valve body of the front expansion valve 61. According to another example, the on-off valve 61a may be configured to selectively open and close the inlet of the front expansion valve 61 by being disposed on the upstream side of the front expansion valve 61.

When the on-off valve 61a is closed, the front expansion valve 61 may be blocked, and thus the refrigerant may not flow into the front expansion valve 61 and the front evaporator 34, but only into the battery chiller 45. there is. That is, when the opening/closing valve 61a of the front expansion valve 61 is closed, the cooling operation of the air conditioning subsystem 11 is not performed, and only the battery chiller 45 is cooled or the heating operation of the air conditioning subsystem 11 is performed. This can be run. When the on-off valve 61a is opened, the refrigerant may flow into the front expansion valve 61 and the front evaporator 34. That is, when the opening/closing valve 61a of the front expansion valve 61 is opened, the refrigerant can be expanded by the front expansion valve 61 and evaporated by the front evaporator 34.

The air conditioning subsystem 11 may further include an accumulator 35 located on the upstream side of the compressor 31, and the accumulator 35 separates the liquid refrigerant from the refrigerant, thereby allowing the liquid refrigerant to flow into the compressor 31. It can be configured to prevent this from happening.

The air conditioning subsystem 11 may further include a distribution conduit 25 connecting the upstream point 21a of the front expansion valve 61 and the upstream point 21d of the compressor 31. The distribution conduit 25 may be configured to allow at least a portion of the refrigerant discharged from the external heat exchanger 33 to bypass the front expansion valve 61 and the front evaporator 34 and flow directly to the compressor 31. . Accordingly, when at least a portion of the refrigerant flows through the distribution conduit 25, the refrigerant may be distributed to the distribution conduit 25 and the front evaporator 34 at a certain ratio.

The battery chiller 45 may be thermally connected to the distribution conduit 25, and the battery chiller 45 may be configured to transfer heat between the distribution conduit 25 and the battery coolant loop 22, which will be described later. That is, the battery chiller 45 may be configured to transfer heat between the refrigerant circulating in the air conditioning subsystem 11 and the battery coolant circulating in the battery cooling subsystem 12.

Specifically, the battery chiller 45 may include a first passage 45a fluidly connected to the distribution pipe 25 and a second passage 45b fluidly connected to the battery coolant loop 22. The first passage 45a and the second passage 45b may be arranged adjacent to or in contact with each other within the battery chiller 45, and the first passage 45a is fluidly separated from the second passage 45b. It can be. Accordingly, the battery chiller 45 can transfer heat between the battery coolant passing through the second passage 45b and the refrigerant passing through the first passage 45a. The distribution conduit 25 may be connected to an upstream point 21d of the accumulator 35, and the refrigerant passing through the distribution conduit 36 may be received in the accumulator 35.

A chiller-side expansion valve 64 may be disposed on the upstream side of the battery chiller 45 on the distribution conduit 25. The chiller-side expansion valve 64 can control the flow or flow rate of the refrigerant flowing into the battery chiller 45, and the chiller-side expansion valve 64 is configured to expand the refrigerant supplied from the external heat exchanger 33. It can be.

According to one example, the chiller-side expansion valve 64 may be an electronic expansion valve (EXV) with an actuator 64a. The actuator 64a may have a shaft that moves to open and close a limited orifice in the valve body of the chiller-side expansion valve 64, and the position of the shaft may vary depending on the rotation direction and degree of rotation of the actuator 64a, As a result, the opening degree of the orifice of the chiller-side expansion valve 64 can be varied. The controller 100 may control the operation of the actuator 64a. Additionally, the chiller side expansion valve 64 may be a fully open electronic expansion valve (full open type EXV).

As the opening degree of the chiller-side expansion valve 64 varies, the flow rate of refrigerant flowing into the battery chiller 45 may vary. As the opening degree of the front expansion valve 61 and the opening degree of the chiller side expansion valve 64 are adjusted, the refrigerant can be distributed at a certain ratio to the front evaporator 34 and the battery chiller 45, and through this, the front evaporator ( Evaporation of 34) and cooling of the battery coolant by the battery chiller 45 may be performed simultaneously or selectively.

The air conditioning subsystem 11 includes a dehumidifying side bypass conduit 27 connecting a point 21c between the intermediate heat exchanger 60 and the heating side expansion valve 63 and a point 21g upstream of the front evaporator 34. It may further include. The inlet of the dehumidifying side bypass conduit 27 may be connected to the point 21c between the intermediate heat exchanger 60 and the heating side expansion valve 63, and the outlet of the dehumidifying side bypass conduit 27 may be connected to the front evaporator ( It can be connected to the upstream point (21h) of 34). The dehumidification side bypass valve 27a may be installed in the dehumidification side bypass conduit 27 to be open and closed. When the dehumidifying side bypass valve 27a is opened, the refrigerant can flow to the front evaporator 34 through the dehumidifying side bypass conduit 27. When dehumidification of the passenger compartment is required during the heating operation of the front HVAC unit 130, the dehumidifying side bypass valve 27a is opened and the refrigerant flows from the heating side expansion valve 16 to the intermediate heat exchanger 60. A portion of the refrigerant may flow directly to the front evaporator 34 through the dehumidifying side bypass conduit 27, and thus a portion of the refrigerant flowing into the front evaporator 34 cools the air that has passed through the front evaporator 34. Dehumidification of the air can be achieved. Accordingly, heating and dehumidification of the entire seat area of the passenger compartment can be performed simultaneously.

The air conditioning subsystem 11 may further include a heating-side bypass conduit 28 connecting a point downstream of the intermediate heat exchanger 60 and an upstream point 21e of the compressor 31. The inlet of the heating-side bypass conduit 28 may be connected to a point downstream of the intermediate heat exchanger 60, and the outlet of the heating-side bypass conduit 28 may be connected to an upstream point 21e of the compressor 31. .

The switching valve 37 can be arranged at the inlet of the heating side bypass conduit 28, and the switching valve 37 can be located between the outer heat exchanger 33 and the intermediate heat exchanger 60. The switching valve 37 may be configured to regulate the flow of refrigerant between the intermediate heat exchanger 60, the outer heat exchanger 33, and the compressor 31.

Specifically, the switching valve 37 has a first port (37a) fluidly connected to the intermediate heat exchanger 60, a second port (37b) fluidly connected to the outer heat exchanger 33, and a heating side bypass. It may include a third port (37c) fluidly connected to the pass conduit (28). The switching valve 37 has a first position where the first port (37a) communicates with the second port (37b), a second position where the first port (37a) communicates with the third port (37c), and a first position where the first port (37a) communicates with the third port (37c). Port 37a may be configured to switch between a third position in communication with both second port 37b and third port 37c.

When the switching valve 37 is switched to the first position, the refrigerant discharged from the intermediate heat exchanger 60 flows toward the outer heat exchanger 33 as the first port 37a communicates with the second port 37b. It can flow.

When the switching valve 37 is switched to the second position, the first port 37a communicates with the third port 37c, so that the refrigerant discharged from the intermediate heat exchanger 60 flows into the heating side bypass conduit 28. It can flow toward the compressor 31 through .

When the switching valve 37 is switched to the third position, a portion of the refrigerant discharged from the intermediate heat exchanger 60 as the first port 37a communicates with the second port 37b and the third port 37c. may flow toward the outer heat exchanger (33), and the remainder of the refrigerant may flow toward the compressor (31) through the heating-side bypass conduit (28).

The air conditioning subsystem 11 may include a rear connection conduit 24 connecting an upstream point 21b of the front expansion valve 61 and an upstream point 21d of the compressor 31. Specifically, the inlet of the rear connection conduit 24 may be connected to the upstream point 21b of the front expansion valve 61, and the outlet of the rear connection conduit 24 may be connected to the confluence point 21f of the distribution conduit 25. can be connected By installing the rear evaporator 152 in the rear connection conduit 24, the rear evaporator 152 can be connected in parallel to the front evaporator 34 through the rear connection conduit 24, and thus the At least a portion of the discharged refrigerant may flow to the rear evaporator 152 through the rear connection conduit 24. That is, the rear evaporator 152 may be fluidly connected to the external heat exchanger 33 through the rear connection conduit 24.

A rear expansion valve 62 may be located upstream of the rear evaporator 152 on the rear connecting conduit 24. The rear expansion valve 62 may be disposed between the rear evaporator 152 and the upstream point 21b of the front expansion valve 61. During the cooling operation of the rear HVAC unit 150, the rear expansion valve 62 can control the flow or flow rate of the refrigerant flowing into the rear evaporator 152 and can be configured to expand the refrigerant. According to one embodiment, the rear expansion valve 62 may be a thermal expansion valve (TXV) that controls the opening degree of the rear expansion valve 62 by sensing the temperature and/or pressure of the refrigerant. As the opening degree of the rear expansion valve 62 varies, the flow rate of refrigerant flowing into the rear evaporator 152 may vary. As the opening degree of the rear expansion valve 62 and the opening degree of the front expansion valve 61 are adjusted, the refrigerant can be distributed to the front evaporator 34 and the rear evaporator 152 at a certain ratio, and through this, the front evaporator 34 ) and the evaporation of the rear evaporator 152 may be carried out simultaneously or selectively.

The air conditioning subsystem 11 may include an on-off valve 38 disposed between the outer heat exchanger 33 and the front expansion valve 61. When the on-off valve 38 is opened, the refrigerant can flow into the front expansion valve 61 and the rear expansion valve 62. When the on-off valve 38 is closed, the refrigerant does not flow into the front expansion valve 61 and the rear expansion valve 62.

(Battery cooling subsystem)

The battery cooling subsystem 12 may include a battery coolant loop 22 configured to circulate battery coolant, which is a heat transfer medium. The battery coolant loop 22 may be fluidly connected to the battery 41, the battery reservoir 42, the battery chiller 45, and the battery pump 43. The battery coolant loop 22 includes a chiller-side supply line 22a that allows battery coolant to be supplied from the battery reservoir 42 to the second passage 45b of the battery chiller 45, and a chiller-side supply line 22a that allows battery coolant to be supplied to the battery chiller 45. a chiller-side recovery line (22b) that allows recovery of battery coolant from the second passage (45b) to the battery reservoir (42), and a battery-side recovery line (22b) that allows battery coolant to be supplied from the battery reservoir (42) to the coolant passage of the battery (41). It includes a supply line 22c and a battery-side recovery line 22d that allows battery coolant to be recovered from the coolant passage of the battery 41 to the battery reservoir 42.

The battery 41 may have a coolant passage through which battery coolant passes inside or outside, and the battery coolant loop 22 may be fluidly connected to the coolant passage of the battery 41.

The battery reservoir 42 may be located between the battery 41 and the battery chiller 45 on the battery coolant loop 22. The battery reservoir 42 may be configured to store battery coolant recovered from the battery 41 and the battery chiller 45. In this way, the battery reservoir 42 is configured to temporarily store and replenish the battery coolant, thereby maintaining a constant circulation flow rate of the battery coolant.

The battery pump 43 may be configured to forcibly circulate the battery coolant on the battery coolant loop 22, whereby the battery coolant is supplied to the second passage 45b of the battery chiller 45 by the battery pump 43. It can circulate between the battery reservoir 42 and the coolant passage of the battery 41. The battery pump 43 may be placed in various positions on the battery coolant loop 22. Figure 1 illustrates that the battery pump 43 is disposed on the battery-side supply line 22c. The present invention is not limited to this, and the battery pump 43 may be disposed in any one of the chiller-side supply line 22a, the chiller-side recovery line 22b, and the battery-side recovery line 22d.

The battery coolant passing through the second passage 45b of the battery chiller 45 is cooled by the refrigerant passing through the first passage 45a of the battery chiller 45, and the battery coolant cooled by the battery chiller 45 As the coolant passage of the battery 41 passes through the battery reservoir 42, the battery 41 may be cooled by the battery coolant.

The battery cooling subsystem 12 may include a battery radiator (not shown) fluidly connected to the coolant passage of the battery 41 through a separate coolant line, and the battery coolant is cooled by a pump. It can circulate between passages and battery radiators. The battery radiator may be disposed adjacent to the front grill of the vehicle, the battery radiator may cool the battery coolant through outside air forcibly blown by a cooling fan, and the battery radiator may be adjacent to the external heat exchanger 33. there is. As the battery radiator cools the battery coolant, the battery 41 may be cooled as the cooled battery coolant passes through the coolant passage of the battery 41. In this way, the battery 41 may be cooled by the battery chiller 45 and/or the battery radiator.

The battery cooling subsystem 12 may be configured to be controlled by a battery management system (BATTERY MANAGEMENT SYSTEM). The battery management system may be configured to monitor the state of the battery 41 and cool the battery 41 when the temperature of the battery 41 rises above a set temperature. The battery management system can transmit a command instructing the cooling operation of the battery 41 to the controller 100, and the controller 100 controls the operation of the compressor 31 and the opening of the expansion valve 64 on the chiller side. can do. When the operation of the air conditioning subsystem 11 is not required during the cooling operation of the battery 41, the controller 100 may control the closing of the front expansion valve 61 and the closing of the rear expansion valve 62.

(Heating subsystem)

The heating subsystem 50 may be configured to supply heater core coolant, which is a heat transfer medium, to each heater core 53 and 54, and to recover the heater core coolant through the heater core reservoir 51.

Referring to FIG. 1, the heating subsystem 50 includes a heater core reservoir 51 that stores heater core coolant, and a supply conduit connecting the inlet of each heater core 53 and 54 and the heater core reservoir 51 ( 55), a recovery conduit 56 connecting the outlet of each heater core 53 and 54 and the heater core reservoir 51, and a pump 57 configured to circulate the heater core coolant.

The front heater core 53 may have a coolant passage through which the heater core coolant passes. The front heater core 53 may include an inlet conduit 53a connected to its inlet and an outlet conduit 53b connected to its outlet. The inlet conduit 53a of the front heater core 53 may be directly connected to the supply conduit 55, and the outlet conduit 53b of the front heater core 53 may be directly connected to the return conduit 56.

The rear heater core 54 may have a coolant passage through which the heater core coolant passes. The rear heater core 54 may include an inlet conduit 54a connected to its inlet and an outlet conduit 54b connected to its outlet. The inlet conduit 54a of the rear heater core 54 may be directly connected to the supply conduit 55, and the outlet conduit 54b of the rear heater core 54 may be directly connected to the return conduit 56.

Referring to FIG. 2, the heater core reservoir 51 may be accommodated inside the battery reservoir 42. The battery reservoir 42 can store battery coolant 42a, and the heater core reservoir 51 can store heater core coolant 51a. The chiller-side supply line 22a, chiller-side recovery line 22b, battery-side supply line 22c, and battery-side recovery line 22d of the battery coolant loop 22 may be connected to the battery reservoir 42. The heater core reservoir 51 may be configured to be at least partially submerged in the battery coolant 42a stored inside the battery reservoir 42. When the heater core coolant 51a heated by the heater core heat exchanger 52 is stored in the heater core reservoir 51, the heater core coolant 51a exchanges heat with the battery coolant 42a of the battery reservoir 42. Heat loss from the heater core coolant (51a) can be minimized. The battery coolant 42a can be heated to an appropriate temperature by the heater core coolant 51a in the battery reservoir 42, and the raised battery coolant can heat the battery 41. For example, when the outside temperature is -15 to 20°C, the heater core coolant 51a can be heated to 60 to 70°C by the heater core heat exchanger 52, and the battery coolant is transferred from the battery reservoir 42 to the heater core. The temperature can be raised to 20-30°C by receiving heat from the cooling water (51a).

Referring to FIG. 2, the heater core reservoir 51 has an injection neck (51b, fill neck) extending from the top of the heater core reservoir 51, and a cap (51c, cap) provided at the top of the injection neck (51b). It can be included. By fixing the middle part of the injection neck 51b to the battery reservoir 42, the heater core reservoir 51 can be located in the center of the battery reservoir 42, and through this, the heater core reservoir 51 is connected to the battery reservoir 42. It may be at least partially submerged in the battery coolant 42a. As the top of the injection neck (51b) protrudes to the top of the battery reservoir 42, the top of the injection neck (51b) and the cap (51c) can be exposed from the battery reservoir 42, making it easy to replenish the heater core coolant. do.

The common temperature increase heater 70 may be configured to be thermally connected together to the heating subsystem 50 and the battery cooling subsystem 12. Accordingly, the common temperature increase heater 70 may be configured to raise the temperature of the heater core coolant circulating in the heating subsystem 50 and/or the battery coolant circulating in the battery cooling subsystem 12 to an appropriate temperature. Referring to FIG. 3, the common temperature increase heater 70 may be thermally connected to the recovery conduit 56 of the heating subsystem 50 and the chiller side recovery line 22b of the battery cooling subsystem 12, through which The heater core coolant and/or battery coolant may be heated to an appropriate temperature.

The two temperature increase heaters 71 and 72 may be configured to be individually connected to the heating subsystem 50 and the battery cooling subsystem 12. Referring to FIG. 4, the first temperature increase heater 71 may be thermally connected to the recovery conduit 56 of the heating subsystem 50, and the heater core coolant is individually heated by the first temperature increase heater 71. It can be. The second temperature increase heater 72 may be thermally connected to the chiller side recovery line 22b of the battery cooling subsystem 12, and thus the battery coolant can be individually heated by the second temperature increase heater 72.

The heater core heat exchanger 52 has a first passage 52a fluidly connected to the refrigerant loop 21 of the air conditioning subsystem 11 and a supply conduit 55 of the heating subsystem 50. It may include a second passage 52b and a third passage 52c fluidly connected to the recovery conduit 56 of the heating subsystem 50. The refrigerant compressed by the compressor 31 passes through the first passage (52a), and the heater core coolant supplied to the heater cores (53, 54) passes through the second passage (52b), and the heater cores (53, 54) ), when the heater core coolant recovered from the heater core reservoir 51 passes through the third passage (52c), the heater core coolant passing through the second passage (52b) and the third passage (52c) is heated by the refrigerant. It can be. In particular, as the heater core coolant passes through the second passage 52b of the heater core heat exchanger 52, the heater core coolant can be heated, and the heated heater core coolant flows to each heater core 53 and 54. As a result, the heater cores 53 and 54 can heat the air passing through the front HVAC housing of the front HVAC unit 130 and the rear HVAC housing of the rear HVAC unit 150, thereby heating the passenger compartment.

A pump 57 may be disposed in the heating subsystem 50 to circulate heater core coolant. Referring to Figure 1, the pump 57 is disposed on the return conduit 56. The present invention is not limited to this, and the pump 57 may be disposed on the supply conduit 55.

The heating subsystem 50 may further include a bypass conduit 58 connecting the supply conduit 55 and the return conduit 56, and a bypass valve 58a disposed in the bypass conduit 58. . The bypass conduit 58 may be disposed between the heater core reservoir 51 and the heater core heat exchanger 52. The inlet of the bypass conduit 58 may be connected to the recovery conduit 56. Specifically, the inlet of the bypass conduit 58 may be connected to a point between the outlet of the heater core reservoir 51 and the inlet of the second passage 52b of the heater core heat exchanger 52. The outlet of the bypass conduit 58 may be connected to the supply conduit 55. Specifically, the outlet of the bypass conduit 58 may be connected to a point between the inlet of the heater core reservoir 51 and the outlet of the third passage 52c of the heater core heat exchanger 52. When the bypass valve 58a is open, the heater core coolant can pass through the bypass conduit 58, and when the bypass valve 58a is closed, the heater core coolant does not pass through the bypass conduit 58. .

The heating subsystem 50 may further include an on/off valve 59 disposed in the return conduit 56. The on-off valve 59 may be disposed at a point between the inlet of the bypass conduit 58 and the inlet of the heater core reservoir 51. In particular, the on-off valve 59 may be located downstream of the inlet of the bypass conduit 58 on the return conduit 56. When the on-off valve 59 is closed, the heater core coolant recovered from the heater cores 53 and 54 is not recovered into the heater core reservoir 51 and may flow to the inlet of the bypass conduit 58.

The controller 100 includes an actuator for the opening/closing valve 61a of the cooling side expansion valve 61, an actuator 63a for the heating side expansion valve 63, an actuator 64a for the chiller side expansion valve 64, and a compressor 31. ), actuator of the on-off valve (38), actuator of the switching valve (37), battery pump (43) of the battery cooling subsystem (12), pump (57) of the heating subsystem (50), heating subsystem (50) It can be configured to individually control the bypass valve 58a and the opening/closing valve 59 of the heating subsystem 50, and through this, the air conditioning subsystem 11, the heating subsystem 50, and the battery cooling subsystem. System 12 may have its overall operation controlled by controller 100 . According to one embodiment, the controller 100 may be a Full Automatic Temperature Control System (FATC).

The controller 100 may include a processor and memory, and the processor may be programmed to receive control instructions stored in the memory and transmit control instructions to various actuators. Memory may be a data store such as a hard disk drive, solid state drive, server, volatile storage medium, non-volatile storage medium, etc.

(Heating mode of air conditioning subsystem and temperature rising mode of battery)

5 shows that when the external temperature is low (e.g., -10 to 0° C.), the air conditioning subsystem 11 operates in a heating mode, and the battery 41 operates in the battery cooling subsystem 12 and the heating subsystem 50. ) is a diagram showing the temperature rise.

As the refrigerant compressed by the compressor 31 passes through the heater core heat exchanger 52, the heater core coolant circulating in the heating subsystem 50 is heated by the refrigerant in the heater core heat exchanger 52, and the refrigerant It may be condensed in the heater core heat exchanger 52 by the heater core coolant. The refrigerant condensed by the heater core heat exchanger (52) is expanded by the heating side expansion valve (63), and the expanded refrigerant is evaporated by the intermediate heat exchanger (60). As the on-off valve 38 is closed and the switching valve 37 is located in the second position (i.e., the first port 37a communicates with the third port 37c), the intermediate heat exchanger 60 The evaporated refrigerant can flow into the compressor 31 through the heating-side bypass conduit 28 and the accumulator 35, and the refrigerant flows to the battery chiller 45, the front evaporator 34, and the rear evaporator 152. It doesn't flow.

The heater core coolant heated by the heater core heat exchanger 52 flows to the front heater core 53 and the rear heater core 54 by the pump 57, so that the front heater core 53 is maintained in the front seat area of the passenger compartment. It is possible to heat the air flowing to the rear heater core 54, and the rear heater core 54 can heat the air flowing to the rear seat area of the passenger compartment. Through this, individual heating can be performed for the front and rear seat areas of the passenger compartment.

As the heater core coolant is recovered from the front heater core 53 and the rear heater core 54 to the heater core reservoir 51 by the pump 57, the heater core coolant transfers heat to the battery coolant stored in the battery reservoir 42. This can cause the temperature of the battery coolant to rise. As the heated battery coolant passes through the coolant passage of the battery 41 by the battery pump 43, the temperature of the battery 41 may be raised.

(Stop of air conditioning subsystem and temperature increase mode of battery)

Figure 6 shows that when the external temperature is low (e.g., -10 to 0°C), the compressor of the air conditioning subsystem 11 is stopped and the temperature of the battery 41 is raised by the battery cooling subsystem 12. It is a drawing.

As the compressor 31 is stopped, the refrigerant does not circulate in the refrigerant loop 21, and as the battery pump 43 operates, the battery coolant passes through the coolant passage of the battery 41, so the battery 41 can be heated. there is. When the temperature of the battery coolant stored in the battery reservoir 42 is relatively low, the battery coolant can be heated by the common temperature increase heater (70, see FIG. 3) or the second temperature increase heater (72, see FIG. 4). As the cooled battery coolant passes through the coolant passage of the battery 41, the temperature of the battery 41 may increase.

(Heating mode of air conditioning subsystem and cooling mode of battery)

7 shows that when the external temperature is low (e.g., -10 to 0° C.), the air conditioning subsystem 11 operates in a heating mode, and the battery 41 operates in the battery chiller 45 of the battery cooling subsystem 12. and/or cooling by a battery radiator (not shown).

As the refrigerant compressed by the compressor 31 passes through the heater core heat exchanger 52, the heater core coolant circulating in the heating subsystem 50 is heated by the refrigerant in the heater core heat exchanger 52, and the refrigerant It may be condensed in the heater core heat exchanger 52 by the heater core coolant. The heater core coolant heated by the heater core heat exchanger 52 flows to the front heater core 53 and the rear heater core 54, so that the front heater core 53 heats the air flowing into the front seat area of the passenger compartment. The rear heater core 54 can heat the air flowing into the rear seat area of the passenger compartment. Through this, individual heating can be performed for the front and rear seat areas of the passenger compartment.

The refrigerant condensed by the heater core heat exchanger (52) is expanded by the heating side expansion valve (63), and the expanded refrigerant is evaporated by the intermediate heat exchanger (60). The switching valve 38 is closed and the switching valve 37 is located in the third position (i.e., the first port 37a communicates with the second port 37b and the third port 37c). Part of the refrigerant discharged from the heat exchanger 60 may flow toward the outer heat exchanger 33, and the remainder of the refrigerant discharged from the middle heat exchanger 60 may flow through the heating-side bypass conduit 28 to the compressor ( 31).

The refrigerant passing through the external heat exchanger 33 may pass through the first passage 45a of the battery chiller 45, and the battery coolant passing through the second passage 45b of the battery chiller 45 may pass through the first passage 45a. It can be cooled by refrigerant passing through (45a). Additionally, the battery coolant may be cooled by a battery radiator (not shown). In this way, the battery coolant is cooled by the battery chiller 45 and/or the battery radiator, and the cooled battery coolant flows from the battery chiller 45 into the coolant passage of the battery 41 by the battery pump 43. Accordingly, the battery 41 can be cooled by the battery coolant.

As the bypass valve 58a of the heating subsystem 50 is opened and the on-off valve 59 of the heating subsystem 50 is closed, the heater core coolant is not recovered to the heater core reservoir 51 and the heater core coolant Can circulate between the heater core heat exchanger 52, the front heater core 53, and the rear heater core 54 through the bypass conduit 58.

(Stopping of the heating subsystem and cooling of the battery)

Figure 8 shows that when the external temperature is low (e.g., -10 to 0°C), the pump of the heating subsystem 50 is stopped, and the battery 41 is connected to the battery chiller 45 and the battery cooling subsystem 12. /This is a diagram showing cooling by a battery radiator (not shown).

As the pump 57 of the heating subsystem 50 is stopped, the heater core coolant flows between the heater core reservoir 51, the heater core heat exchanger 52, the front heater core 53, and the rear heater core 54. It doesn't circulate.

As the on-off valve 38 is closed and the switching valve 37 is located in the first position (i.e., the first port 37a communicates with the second port 37b), the compressed energy is compressed by the compressor 31. The refrigerant is condensed by outside air as it passes through the heater core heat exchanger (52) and the outer heat exchanger (33) through the heating side expansion valve (63), and the condensed refrigerant is expanded by the chiller side expansion valve (64). , the expanded refrigerant passes through the first passage (45a) of the battery chiller (45). The battery coolant passing through the second passage 45b of the battery chiller 45 is cooled by the refrigerant passing through the first passage 45a. Additionally, the battery coolant may be cooled by a battery radiator (not shown). In this way, the battery coolant is cooled by the battery chiller 45 and/or the battery radiator, and the cooled battery coolant flows from the battery chiller 45 into the coolant passage of the battery 41 by the battery pump 43. Accordingly, the battery 41 can be cooled by the battery coolant.

(Mixed mode of air conditioning subsystem and temperature increase mode of battery)

9 shows that when the external temperature is room temperature (e.g., 0 to 20° C.), the air conditioning subsystem 11 operates in mixed mode, and the battery 41 operates in combination with the battery cooling subsystem 12 and the heating subsystem 50. This is a diagram showing the temperature rise by .

As the refrigerant compressed by the compressor 31 passes through the heater core heat exchanger 52, the heater core coolant circulating in the heating subsystem 50 is heated by the refrigerant in the heater core heat exchanger 52, and the refrigerant It may be condensed in the heater core heat exchanger 52 by the heater core coolant.

As the on-off valve 38 is opened and the switching valve 37 is located in the first position (i.e., the first port 37a communicates with the second port 37b), the heater core heat exchanger 52 The refrigerant condensed by the outside air is condensed by the outside air as it passes through the heater core heat exchanger (52) and the outer heat exchanger (33) through the heating side expansion valve (63), and the condensed refrigerant is transferred to the front evaporator (34) and the rear evaporator. It can be distributed as (152). The front evaporator 34 cools the air flowing to the front seat area of the passenger compartment, and the rear evaporator 152 cools the air flowing to the rear seat area of the passenger compartment. The heater core coolant heated by the heater core heat exchanger 52 flows to the front heater core 53 and the rear heater core 54, so that the front heater core 53 heats the air flowing into the front seat area of the passenger compartment. The rear heater core 54 can heat the air flowing into the rear seat area of the passenger compartment. As the position of the air mixing door of the front HVAC unit 130 changes, the flow rate of air cooled by the front evaporator 34 and the flow rate of air heated by the front heater core 53 can be mixed at a certain ratio. , the mixed air may flow into the front seat area of the passenger compartment. As the position of the air mixing door of the rear HVAC unit 150 changes, the flow rate of air cooled by the rear evaporator 152 and the flow rate of air heated by the rear heater core 54 can be mixed at a constant ratio. , the mixed air may flow into the rear seat area of the passenger compartment.

As the heater core coolant is recovered from the front heater core 53 and the rear heater core 54 to the heater core reservoir 51 by the pump 57, the heater core coolant transfers heat to the battery coolant stored in the battery reservoir 42. It can be delivered, and the battery coolant can be heated by the heater core coolant. As the heated battery coolant passes through the coolant passage of the battery 41 by the battery pump 43, the temperature of the battery 41 may be raised.

(Mixed mode of air conditioning subsystem and cooling mode of battery)

10 shows that when the external temperature is room temperature (e.g., 0 to 20° C.), the air conditioning subsystem 11 operates in mixed mode, and the battery 41 operates in the battery chiller 45 and the battery cooling subsystem 12. /This is a diagram showing cooling by a battery radiator.

As the refrigerant compressed by the compressor 31 passes through the heater core heat exchanger 52, the heater core coolant circulating in the heating subsystem 50 is heated by the refrigerant in the heater core heat exchanger 52, and the refrigerant It may be condensed in the heater core heat exchanger 52 by the heater core coolant.

As the on-off valve 38 is opened and the switching valve 37 is located in the first position (i.e., the first port 37a communicates with the second port 37b), the heater core heat exchanger 52 The refrigerant condensed by the outside air is condensed by the outside air as it passes through the heater core heat exchanger (52) and the outer heat exchanger (33) through the heating side expansion valve (63), and the condensed refrigerant is transferred to the front evaporator (34) and the rear evaporator. It can be distributed as (152). The front evaporator 34 cools the air flowing to the front seat area of the passenger compartment, and the rear evaporator 152 cools the air flowing to the rear seat area of the passenger compartment. The heater core coolant heated by the heater core heat exchanger 52 flows to the front heater core 53 and the rear heater core 54, so that the front heater core 53 heats the air flowing into the front seat area of the passenger compartment. The rear heater core 54 can heat the air flowing into the rear seat area of the passenger compartment. As the position of the air mixing door of the front HVAC unit 130 changes, the flow rate of air cooled by the front evaporator 34 and the flow rate of air heated by the front heater core 53 can be mixed at a certain ratio. , the mixed air may flow into the front seat area of the passenger compartment. As the position of the air mixing door of the rear HVAC unit 150 changes, the flow rate of air cooled by the rear evaporator 152 and the flow rate of air heated by the rear heater core 54 can be mixed at a constant ratio. , the mixed air may flow into the rear seat area of the passenger compartment.

As the bypass valve 58a of the heating subsystem 50 is opened and the on-off valve 59 of the heating subsystem 50 is closed, the heater core coolant is not recovered to the heater core reservoir 51 and the heater core coolant Can circulate between the heater core heat exchanger 52, the front heater core 53, and the rear heater core 54 through the bypass conduit 58.

A portion of the refrigerant passing through the external heat exchanger 33 may pass through the first passage 45a of the battery chiller 45. The battery coolant passing through the second passage 45b of the battery chiller 45 may be cooled by the refrigerant passing through the first passage 45a. Additionally, the battery coolant may be cooled by a battery radiator (not shown). In this way, the battery coolant is cooled by the battery chiller 45 and/or the battery radiator, and the cooled battery coolant flows from the battery chiller 45 into the coolant passage of the battery 41 by the battery pump 43. Accordingly, the battery 41 can be cooled by the battery coolant.

(Heating subsystem stop and battery cooling mode)

11 shows that when the external temperature is room temperature (e.g., 0 to 20° C.) or high temperature (e.g., 20 to 50° C.), the pump 57 of the heating subsystem 50 is stopped and the battery 41 is used to cool the battery. This diagram shows cooling by the battery chiller 45 and/or the battery radiator of the subsystem 12.

As the pump 57 of the heating subsystem 50 is stopped, the heater core coolant flows between the heater core reservoir 51, the heater core heat exchanger 52, the front heater core 53, and the rear heater core 54. It doesn't circulate.

As the on-off valve 38 is closed and the switching valve 37 is located in the first position (i.e., the first port 37a communicates with the second port 37b), the compressed energy is compressed by the compressor 31. The refrigerant is condensed by outside air as it passes through the heater core heat exchanger (52) and the outer heat exchanger (33) through the heating side expansion valve (63), and the condensed refrigerant is expanded by the chiller side expansion valve (64). , the expanded refrigerant passes through the first passage (45a) of the battery chiller (45). The battery coolant passing through the second passage 45b of the battery chiller 45 is cooled by the refrigerant passing through the first passage 45a. Additionally, the battery coolant may be cooled by a battery radiator (not shown). In this way, the battery coolant is cooled by the battery chiller 45 and/or the battery radiator, and the cooled battery coolant flows from the battery chiller 45 into the coolant passage of the battery 41 by the battery pump 43. Accordingly, the battery 41 can be cooled by the battery coolant.

(Cooling mode of air conditioning subsystem and cooling mode of battery)

12 shows that when the external temperature is high (e.g., 20 to 50° C.), the air conditioning subsystem 11 operates in a heating mode, and the battery 41 operates in the battery chiller 45 and the battery cooling subsystem 12. /This is a diagram showing cooling by a battery radiator.

As the pump 57 of the heating subsystem 50 is stopped, the heater core coolant flows between the heater core reservoir 51, the heater core heat exchanger 52, the front heater core 53, and the rear heater core 54. It doesn't circulate.

As the on-off valve 38 is opened and the switching valve 37 is located in the first position (i.e., the first port 37a communicates with the second port 37b), the compressed energy is compressed by the compressor 31. The refrigerant is condensed by outside air as it passes through the outer heat exchanger (33) through the heater core heat exchanger (52) and the heating side expansion valve (63), and the condensed refrigerant is transferred to the front evaporator (34) and the rear evaporator (152). can be distributed as The front evaporator 34 can cool the air flowing to the front seat area of the passenger compartment, and the rear evaporator 152 can cool the air flowing to the rear seat area of the passenger compartment. Through this, individual cooling can be performed for the front and rear seat areas of the passenger compartment.

The refrigerant discharged from the external heat exchanger (33) is expanded by the chiller-side expansion valve (64), and the expanded refrigerant passes through the first passage (45a) of the battery chiller (45). The battery coolant passing through the second passage 45b of the battery chiller 45 is cooled by the refrigerant passing through the first passage 45a. Additionally, the battery coolant may be cooled by a battery radiator (not shown). In this way, the battery coolant is cooled by the battery chiller 45 and/or the battery radiator, and the cooled battery coolant flows from the battery chiller 45 into the coolant passage of the battery 41 by the battery pump 43. Accordingly, the battery 41 can be cooled by the battery coolant.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications and variations will be possible to those skilled in the art without departing from the essential characteristics of the present invention.

Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

11: Air conditioning subsystem 12: Battery cooling system
21: refrigerant loop 22: battery coolant loop
22a: Chiller side supply line 22b: Chiller side recovery line
22c: Battery side supply line 22d: Battery side recovery line
24: rear thermal conduit 25: distribution conduit
27: Dehumidifying side bypass conduit 28: Heating side bypass conduit
31: Compressor 33: External heat exchanger
34: front evaporator 35: accumulator
37: switching valve 38: opening/closing valve
41: Battery 42: Battery reservoir
43; Battery pump 45: Battery chiller
50: Heating subsystem 51: Heater core reservoir
52: heater core heat exchanger 53: front heater core
54: Rear heater core 60: Middle heat exchanger
61: Front expansion valve 62: Rear expansion valve
63: Heating side expansion valve 64: Chiller side expansion valve
130: Front HVAC unit 150: Rear HVAC unit
152: Rear evaporator

Claims (12)

An air conditioning subsystem including a refrigerant loop configured to circulate a refrigerant, a compressor for compressing the refrigerant, a heater core heat exchanger disposed downstream of the compressor, an evaporator for evaporating the refrigerant, and a heater core spaced apart from the evaporator;
a battery cooling subsystem thermally connected to the battery; and
A heater core reservoir that stores heater core coolant, a supply conduit connecting the outlet of the heater core reservoir and the inlet of the heater core, a recovery conduit connecting the inlet of the heater core reservoir and the outlet of the heater core, and a heater. A heating subsystem including a pump configured to circulate core coolant,
The vehicle thermal management system is configured such that the supply conduit and the return conduit are thermally connected to the heater core heat exchanger.
In claim 1,
The heater core heat exchanger is a vehicle thermal management system configured to heat the heater core coolant by the refrigerant discharged from the compressor.
In claim 1,
The heater core heat exchanger includes a first passage fluidly connected to the refrigerant loop of the air conditioning subsystem, a second passage fluidly connected to the supply conduit, and a third passage fluidly connected to the recovery conduit. Thermal management system.
In claim 1,
The battery cooling subsystem includes a battery reservoir that stores battery coolant,
A vehicle thermal management system wherein the heater core reservoir is configured to be accommodated within the battery reservoir.
In claim 4,
A vehicle thermal management system in which the heater core reservoir is configured to be located in the center of the battery reservoir.
In claim 5,
The heater core reservoir includes an injection neck extending from the top of the heater core reservoir, and a cap provided at the top of the injection neck,
A vehicle thermal management system in which the injection neck is fixed to the battery reservoir.
In claim 1,
The heating subsystem further includes a bypass conduit connecting the supply conduit and the recovery conduit, and a bypass valve disposed in the bypass conduit.
In claim 7,
The bypass conduit is disposed between the heater core reservoir and the heater core heat exchanger,
A vehicle thermal management system wherein the inlet of the bypass conduit is connected to the recovery conduit, and the outlet of the bypass conduit is connected to the supply conduit.
In claim 7,
The heating subsystem further includes an opening/closing valve disposed in the recovery conduit,
The on-off valve is a vehicle thermal management system disposed at a point between the inlet of the bypass conduit and the inlet of the heater core reservoir. In claim 1,
A vehicle thermal management system further comprising a common temperature increase heater thermally connected to the heating subsystem and the battery cooling subsystem.
In claim 1,
A vehicle thermal management system further comprising a first temperature increase heater connected to the heating subsystem and a second temperature increase heater connected to the battery cooling subsystem.
In claim 4,
The air conditioning subsystem includes a battery chiller thermally connected to the battery cooling subsystem,
The battery chiller is fluidly connected to the battery reservoir,
The battery cooling subsystem includes a chiller-side supply line that allows battery coolant to be supplied from the battery reservoir to the battery chiller, and a chiller-side recovery line that allows battery coolant to be returned from the battery chiller to the battery reservoir. Thermal management system.

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