WO2015099417A1 - Electric vehicle power generation system - Google Patents

Electric vehicle power generation system Download PDF

Info

Publication number
WO2015099417A1
WO2015099417A1 PCT/KR2014/012737 KR2014012737W WO2015099417A1 WO 2015099417 A1 WO2015099417 A1 WO 2015099417A1 KR 2014012737 W KR2014012737 W KR 2014012737W WO 2015099417 A1 WO2015099417 A1 WO 2015099417A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat
heat exchanger
electric vehicle
evaporator
power generation
Prior art date
Application number
PCT/KR2014/012737
Other languages
French (fr)
Korean (ko)
Inventor
김영선
Original Assignee
김영선
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 김영선 filed Critical 김영선
Priority claimed from KR1020140187076A external-priority patent/KR20150073872A/en
Publication of WO2015099417A1 publication Critical patent/WO2015099417A1/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K25/00—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for
    • F01K25/08—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for using special vapours
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K15/00—Adaptations of plants for special use
    • F01K15/02—Adaptations of plants for special use for driving vehicles, e.g. locomotives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B27/00—Machines, plants or systems, using particular sources of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/46—Heat pumps, e.g. for cabin heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/04—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series

Definitions

  • the present invention relates to an electric vehicle power generation system, and more particularly, to a system installed in an electric vehicle to generate power.
  • the problem with electric vehicles is the mileage. Electric vehicles are driven by a motor driven by the power of a battery mounted on the vehicle. Therefore, the driving distance of the electric vehicle is determined by the capacity of the battery mounted in the electric vehicle. However, driving a vehicle consumes a lot of power, so even when the battery is installed as much as possible, it is not enough to travel long distances.
  • An object of the present invention is to provide an electric vehicle power generation system that is installed in an electric vehicle to produce and supply electricity, so that the electric vehicle can travel long distances without a battery problem.
  • Electric vehicle power generation system for achieving the above object includes a heat acquisition cycle, the first heat medium, the organic Rankine cycle, the second heat medium.
  • the heat acquisition cycle includes an evaporator installed in the intake duct of the electric vehicle, a first heat exchanger connected to the evaporator, a first compressor connected to the first heat exchanger, a second heat exchanger connected to the first compressor, and one end connected to a second heat exchanger. The other end consists of a first expansion valve connected to the evaporator.
  • the first heat medium circulates through a heat acquisition cycle and receives heat from the evaporator and the first heat exchanger and releases heat from the second heat exchanger to the outside.
  • the organic Rankine cycle is a turbine connected to the first heat exchanger, a compression pump connected to the first heat exchanger, a second heat exchanger connected to the compression pump, and one end connected to the second heat exchanger, the other end connected to the first heat exchanger, and the generator connected to the shaft. Is done.
  • the second heat medium circulates through the organic Rankine cycle, receives heat from the first heat medium in the second heat exchanger, turns the turbine to generate power, and then discharges condensation heat to the first heat medium in the first heat exchanger.
  • an electric vehicle power generation system may include a heat acquisition cycle, a first heat medium, a high temperature transfer cycle, a second heat medium, an organic Rankine cycle, and a third heat medium.
  • the heat acquisition cycle includes an evaporator installed in the intake duct of the electric vehicle, a first compressor connected to the evaporator, a first heat exchanger connected to the first compressor, and one end connected to the first heat exchanger, and the other end to a first expansion valve connected to the evaporator. Is done.
  • the first heat medium circulates through a heat acquisition cycle, absorbs heat from outside air in the evaporator, and releases heat from the first heat exchanger to the outside.
  • the high temperature transfer cycle consists of a first heat exchanger, a second compressor connected to the first heat exchanger, a second heat exchanger connected to the second compressor, and one end connected to the second heat exchanger and the other end to a second expansion valve connected to the first heat exchanger. .
  • the second heat medium circulates the high temperature transfer cycle and discharges the heat absorbed by the first heat exchanger from the second heat exchanger.
  • the organic Rankine cycle is connected to the first heat exchanger and the second heat exchanger, one end is connected to the first heat exchanger and the other end is connected to the second heat exchanger, one end is connected to the first heat exchanger, and the other end is connected to the second heat exchanger. It consists of a turbine connected to the shaft.
  • the third heat medium circulates through the organic Rankine cycle and receives heat from the second heat medium in the second heat exchanger, turns the turbine to generate power, and then discharges condensation heat to the second heat medium in the first heat exchanger.
  • the electric vehicle power generation system includes a circulation pump, a radiator installed in the intake duct of the electric vehicle, but closer to the inlet than the evaporator, a circulation pipe installed around the electric component of the electric vehicle, the circulation pump, the circulation The pipe may further include cooling water circulating through the radiator and releasing heat absorbed from the electric component through the radiator.
  • the electric vehicle power generation system is connected to the circulation pump and the other end of the heater core is connected to the circulation pipe, a heater for supplying heat to the heater core, the heater is installed on one side of the heater heat is heater It may further include a fan to be delivered to the core well.
  • an electric vehicle power generation system includes a circulation pump, a circulation pipe installed around an electric component of an electric vehicle, a first pipe connected to the circulation pump and the circulation pipe, a first pipe connected to the evaporator and the first expansion valve. It may further include a fourth heat exchanger having two pipes, and a cooling water circulating the circulation pump, the circulation pipe, the radiator and transferring the heat absorbed from the electric component to the first heat medium in the fourth heat exchanger.
  • the electric vehicle power generation system includes a temperature sensor installed in the intake duct, a wind speed sensor installed in the intake duct, an intake damper for adjusting the amount of air flowing into the intake duct of the electric vehicle, a temperature sensor and a wind speed sensor It may further include a control unit for receiving an electric signal from the control unit for controlling the intake damper.
  • the electric vehicle power generation system may further include a fan provided behind the intake damper in the intake duct and connected to the motor generator and the shaft.
  • the electric vehicle power generation system may further include an air supply duct provided with an air supply damper and an air filter for supplying the cooled air to the vehicle interior for cooling after passing through the evaporator.
  • the electric vehicle can be driven over a long distance without increasing the battery capacity.
  • the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
  • FIG. 1 is a block diagram of an electric vehicle power generation system according to an embodiment of the present invention.
  • FIG. 2 illustrates a flow of heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a driving mode.
  • FIG. 3 shows another flow of the heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a driving mode.
  • FIG 4 shows the flow of the heat medium in the electric vehicle power generation system shown in Figure 1, when the electric vehicle is in parking mode.
  • FIG. 5 is a flowchart illustrating a WARM-UP of electrical components in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a start mode.
  • FIG. 6 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
  • FIG. 7 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
  • FIG. 1 is a block diagram of an electric vehicle power generation system according to an embodiment of the present invention
  • Figure 2 is a view showing a flow of the heat medium in the electric vehicle power generation system shown in Figure 1, when the electric vehicle is in a driving mode
  • 3 shows another flow of the heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in driving mode
  • FIG. 4 is a heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in the parking mode
  • 5 is a flow chart illustrating a WARM-UP flow chart of electrical components in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a start mode.
  • the electric vehicle power generation system 100 includes a heat acquisition cycle 130, a first heat medium (not shown), an organic Rankine cycle 110, and the like.
  • a second heat medium (not shown) is included.
  • the heat acquiring cycle 130 includes an evaporator 134 installed in the intake duct 201 of the electric vehicle, a first heat exchanger 113 connected to the evaporator 134, and a first compressor connected to the first heat exchanger 113 ( 131, a second heat exchanger 122 connected to the first compressor 131, and a first expansion valve 133 connected to the second heat exchanger 122 and the other end connected to the evaporator 134.
  • the first heat medium circulates through the heat acquisition cycle 130, receives heat from the evaporator 134 and the first heat exchanger 113, and releases heat from the second heat exchanger 122 to the outside.
  • the first thermal medium may be R410A.
  • the first heat medium absorbs external heat while passing through the evaporator 134 and the first heat exchanger 113 to change into a gas phase. And it is compressed by the first compressor 131 to a state of high temperature and high pressure. Then, the second heat exchanger 122 transfers the heat to the second heat medium to obtain a high pressure liquid state.
  • the second thermal medium which is in a high pressure liquid state, becomes a low pressure liquid state through the first expansion valve 133. And again passes through the evaporator 134 and the first heat exchanger (113).
  • the organic Rankine cycle 110 includes a first heat exchanger 113, a compression pump 114 connected to the first heat exchanger 113, a second heat exchanger 122 connected to the compression pump 114, and one end of a second heat exchange. And the other end is connected to the first heat exchanger 113 and the generator 112 is composed of a turbine 111 connected to the shaft.
  • the second heat medium circulates through the organic Rankine cycle 110, receives heat from the first heat medium in the second heat exchanger 122, turns the turbine 111 to generate power, and then in the first heat exchanger 113. Heat of condensation is released to the first heat medium.
  • the second thermal medium may be R245fa.
  • the second heat medium receives saturated heat from the first heat medium in the second heat exchanger 122.
  • the turbine 111 is turned to cause the generator 112 connected to the turbine to produce power.
  • the second heat medium in the low pressure gas state after turning the turbine 111 releases condensation heat from the first heat exchanger 113 to the first heat medium to change into a liquid state.
  • the second heat medium is compressed by the compression pump 114 and then evaporated again in the second heat exchanger 122 to produce power while repeating the cycle of saturated steam.
  • the first heat medium absorbs heat from outside air and then transfers the heat to the second heat medium, and the second heat medium uses the heat to generate electricity by turning a turbine.
  • the electricity thus produced can be supplied to an electric vehicle. This allows electric vehicles to travel long distances without increasing battery capacity.
  • the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
  • the electric vehicle power generation system may further include a circulation pump 301, a radiator 304, a circulation pipe 316, and cooling water (not shown).
  • the radiator 304 may be installed in the intake duct 201 of the electric vehicle, but may be installed closer to the inlet than the evaporator 134.
  • the circulation pipe 316 may be installed around the electric component of the electric vehicle.
  • the electric component may be a first electric component group 302 including an inverter or a motor that generates high heat while driving, and generates relatively small heat such as a low voltage direct current converter (LDC) or manages at an optimum temperature. It may be a second electrical component group 303 composed of a battery or the like.
  • the cooling water circulates through the circulation pump 301, the circulation pipe 316, and the radiator 304, and may release heat absorbed from the electrical components 302 and 303 through the radiator 304.
  • the electric vehicle power generation system 100 configured as described above may prevent the internal electric components from being deteriorated by heat by cooling or managing the internal electric components of the electric vehicle at a predetermined temperature.
  • the first heat medium absorbs the heat emitted from the radiator 304 in the evaporator 304, the power generation efficiency is improved.
  • the electric vehicle power generation system may further include a heater core, a heater, a fan.
  • the heater 306 supplies heat to the heater core 305.
  • the fan 307 is installed at one side of the heater 306 to allow the heat of the heater 306 to be transferred to the heater core 305 well.
  • the electric vehicle power generation system 100 configured as described above heats the external air introduced by the fan 307 with the heater 305 and then heat-exchanges with the cooling water passing through the heater core 305, such as a battery. Electric parts that require furnace management can be optimized before the car leaves.
  • the electric vehicle power generation system 100 may further include a temperature sensor (not shown), a wind speed sensor (not shown), an intake damper 204, and a controller (not shown).
  • the temperature sensor is installed in the intake duct 201 to measure the temperature.
  • the wind speed sensor is installed in the intake duct 201 to sense the wind speed.
  • the intake damper 204 controls the amount of air introduced into the intake duct of the electric vehicle.
  • the controller receives an electrical signal from the temperature sensor and the wind speed sensor and controls the intake damper.
  • the electric vehicle power generation system configured as described above may control the intake damper 204 to adjust the wind speed and the air volume of the outside air, so that the outside air may achieve optimal heat transfer with the first heat medium in the evaporator 134. Therefore, power generation efficiency may increase.
  • the electric vehicle power generation system 100 may further include a fan 205 provided behind the intake damper 204 in the intake duct 201 and axially connected to the motor generator 206.
  • the motor generator 206 may be fixed to the support 207 inside the intake duct 201.
  • the electric vehicle power generation system 100 includes a motor generator 206 connected to the fan 205 by rotating the fan 205 by external air flowing into the intake duct 201 when the electric vehicle is driven. Will produce electricity.
  • the motor generator 206 turns the fan 205 to inhale external air and then evaporates the Act as a blower to 134). Therefore, power generation efficiency may increase.
  • the electric vehicle power generation system 100 includes an air supply damper 210 and an air filter 212 for supplying cooled air to the vehicle interior after passing through the evaporator 134 for cooling.
  • the air supply duct 203 may be further included.
  • the electric vehicle power generation system configured as described above may discharge the cooled air through the evaporator 134 to the exhaust duct 202 having the exhaust damper 211, or may supply the vehicle interior for cooling. Therefore, the vehicle interior can be cooled without using extra energy.
  • a power generation system of an electric vehicle includes a heat acquisition cycle 130, a first heat medium (not shown), a high temperature transfer cycle 120, a second heat medium (not shown), and an organic Rankine cycle 110. And a third thermal medium (not shown).
  • the heat acquisition cycle 130 includes an evaporator 134 installed in the intake duct of the electric vehicle, a first compressor 131 connected to the evaporator 134, a first heat exchanger 132 connected to the first compressor 131, and one end Is connected to the first heat exchanger 132 and the other end is composed of a first expansion valve 133 connected to the evaporator 134.
  • the first heat medium circulates through a heat acquisition cycle, absorbs heat from outside air in the evaporator 134 and releases heat to the outside in the first heat exchanger 132.
  • the first thermal medium may be R410A or carbon dioxide (CO 2 ).
  • the first heat medium absorbs external heat from the evaporator 134 and changes phase into a gaseous state. And it is compressed by the first compressor 131 to a state of high temperature and high pressure. Then, heat is transferred from the first heat exchanger 132 to the second heat medium to obtain a high pressure liquid state.
  • the second thermal medium which is in a high pressure liquid state, becomes a low pressure liquid state through the first expansion valve 133. Then passes through the evaporator 134 again.
  • the high temperature transfer cycle includes a first heat exchanger 132, a second compressor 121 connected to the first heat exchanger 132, a second heat exchanger 122 connected to the second compressor 121, and one end of the first heat exchanger 132. It is connected to the second heat exchanger 122 and the other end is composed of a second expansion valve 123 connected to the first heat exchanger (132).
  • the second heat medium circulates the high temperature transfer cycle and discharges the heat absorbed by the first heat exchanger from the second heat exchanger.
  • the second thermal medium may be R134a.
  • the second heat medium enters a low pressure liquid state through the second expansion valve 123, and the first heat exchanger 132 absorbs the heat of condensation of the first heat medium and the heat of condensation of the third heat medium, thereby phase-changing to a gas state.
  • the third heat medium phase-changed into a gas state is brought into a state of high temperature and high pressure by the second compressor 121 to discharge the heat of condensation from the second heat exchanger 122 to the third heat medium and then condense to a liquid state.
  • the organic Rankine cycle 110 includes a compression pump connected to the first heat exchanger 132 and the second heat exchanger 122, one end of which is connected to the first heat exchanger 132, and the other end of which is connected to the second heat exchanger 122. 114 and one end is connected to the first heat exchanger 132 and the other end is connected to the second heat exchanger 122 and the generator 112 is a shaft 111 connected to the shaft.
  • the third heat medium circulates through the organic Rankine cycle 110 and receives heat from the second heat medium in the second heat exchanger 122 and rotates the turbine 111 to generate power, and then, in the first heat exchanger 132.
  • the heat of condensation is released to the two-row medium.
  • the third thermal medium may be R245fa.
  • the third heat medium receives saturated heat from the second heat medium in the second heat exchanger 122.
  • the third heat medium in the low-pressure gaseous state after turning the turbine 111 releases the latent heat of condensation from the first heat exchanger 132 to the second heat medium to change into a liquid state.
  • the third heat medium, which is in a liquid state is compressed by the compression pump 114 and then evaporated in the second heat exchanger 122 to produce electricity while repeatedly circulating the cycle.
  • the first heat medium absorbing heat from the outside air and the third heat medium having latent heat of condensation after producing electricity by turning a turbine transfer heat to the second heat medium.
  • the heat medium transfers this heat to the third heat medium in the second heat exchanger, and the third heat medium uses this heat to produce electricity.
  • This allows electric vehicles to travel long distances without increasing battery capacity.
  • the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
  • FIG. 7 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
  • the electric vehicle power generation system 100 may further include a circulation pump 301, a circulation pipe 316, a fourth heat exchanger 138, and cooling water. Can be.
  • the circulation pipe 316 is installed around the electric component of the electric vehicle.
  • the electric component may be a first electric component group 302 including an inverter or a motor that generates high heat while driving, and generates relatively small heat such as a low voltage direct current converter (LDC) or manages at an optimum temperature.
  • LDC low voltage direct current converter
  • It may be a second electrical component group 303 composed of a battery or the like.
  • the fourth heat exchanger 138 includes a first pipe connected to the circulation pump 301 and the circulation pipe 316, and a second pipe connected to the evaporator 134 and the first expansion valve 133.
  • the cooling water circulates in the circulation pump 301, the circulation pipe 316, and the radiator 134, and transfers the heat absorbed from the electrical components to the first heat medium in the fourth heat exchanger 138.
  • the coolant absorbs heat from the electric components 302 and 303 and releases the absorbed heat from the fourth heat exchanger 138 to the first heat medium. Cooling or managing at a constant temperature can prevent electrical components from being degraded by heat. In addition, since the first heat medium receives heat generated from the electronic components, power generation efficiency is improved.

Abstract

Disclosed is an electric vehicle power generation system which is installed in an electric vehicle to produce and supply electricity, thereby enabling the electric vehicle to be driven a long distance without a battery problem. The electric vehicle power generation system according to one embodiment of the present invention comprises: a heat acquisition cycle; a first heat medium; an organic rankine cycle; and a second heat medium. The heat acquisition cycle consists of: an evaporator installed in an intake duct of the electric vehicle; a first heat exchanger connected to the evaporator; a first compressor connected to the first heat exchanger; a second heat exchanger connected to the first compressor; and a first expansion valve having one end connected to the second heat exchanger and the other end connected to the evaporator. The first heat medium circulates through the heat acquisition cycle, receives heat in the evaporator and the first heat exchanger, and emits the heat to the outside in the second heat exchanger. The organic rankine cycle consists of: a first heat exchanger; a compression pump connected to the first heat exchanger; a second heat exchanger connected to the compression pump; and a turbine which has one end connected to the second heat exchanger and the other end connected to the first heat exchanger and to which a generator is connected by a shaft. The second heat medium circulates through the organic rankine cycle, receives heat from the first heat medium in the second heat exchanger, and after operating the turbine to generate power, emits condensation heat to the first heat medium in the first heat exchanger.

Description

전기자동차 발전시스템Electric vehicle power generation system
본 발명은 전기자동차 발전시스템에 관한 것으로서, 더욱 상세하게는 전기자동차에 설치되어 발전을 하는 시스템에 관한 것이다.The present invention relates to an electric vehicle power generation system, and more particularly, to a system installed in an electric vehicle to generate power.
일반적으로 전기자동차에서 문제가 되는 것은 주행거리이다. 전기자동차는 차량에 장착되는 배터리의 전력에 의해 모터가 구동되어 움직인다. 따라서, 전기자동차의 주행 거리는 전기자동차에 장착된 배터리의 용량에 의해 결정된다. 그런데 차량 주행에는 많은 전력이 소모되기 때문에 배터리를 최대한 많이 장착한다고 하여도 원거리를 주행하기에는 부족하다.In general, the problem with electric vehicles is the mileage. Electric vehicles are driven by a motor driven by the power of a battery mounted on the vehicle. Therefore, the driving distance of the electric vehicle is determined by the capacity of the battery mounted in the electric vehicle. However, driving a vehicle consumes a lot of power, so even when the battery is installed as much as possible, it is not enough to travel long distances.
이러한 문제점을 해결하기 위하여 배터리의 전력을 최대한 효율적으로 사용하도록 하는 기술들이 제안되었다. 이러한 기술들은 배터리의 전력을 최대한 효율적으로 사용하게 하여 주행거리를 늘리려는 것이다. 예로 전기자동차에서 주행 동력 다음으로 많은 전력을 소비하는 공조시스템과 주행 중 고열이 발생하는 전장부품을 냉각하는 과정에서 발생하는 폐열을 냉난방에 활용하는 기술들이 있다.In order to solve this problem, techniques have been proposed to use the power of the battery as efficiently as possible. These technologies aim to increase the mileage by making the most efficient use of battery power. Examples include air conditioning systems that consume the most power after driving power in electric vehicles, and technologies that utilize waste heat generated during cooling of electrical components that generate high heat while driving.
그러나 위와 같은 기술들은 전기자동차의 주행거리 문제를 근본적으로 해결하지는 못한다.However, these technologies do not fundamentally solve the mileage problem of electric vehicles.
본 발명은 전기자동차에 설치되어 전기를 생산, 공급함으로써 전기자동차가 배터리 문제없이 장거리를 주행할 수 있도록 하는 전기자동차 발전시스템을 제공하는 데에 그 목적이 있다.An object of the present invention is to provide an electric vehicle power generation system that is installed in an electric vehicle to produce and supply electricity, so that the electric vehicle can travel long distances without a battery problem.
전술한 과제를 달성하기 위한 본 발명의 일 양상에 따른 전기자동차 발전시스템은 열취득사이클, 제1열매체, 유기랭킨사이클, 제2열매체를 포함한다. 열취득사이클은 전기자동차의 흡기덕트 내에 설치된 증발기와, 증발기에 연결된 제1열교환기와, 제1열교환기에 연결된 제1압축기와, 제1압축기에 연결된 제2열교환기 및 일단은 제2열교환기에 연결되고 타단은 증발기에 연결된 제1팽창밸브로 이루어진다. 제1열매체는 열취득사이클을 순환하며 증발기와 제1열교환기에서 열을 전달받고 제2열교환기에서 외부로 열을 방출한다. 유기랭킨사이클은 제1열교환기와, 제1열교환기에 연결된 압축펌프와, 압축펌프에 연결된 제2열교환기 및 일단은 제2열교환기에 연결되고 타단은 제1열교환기에 연결되며 발전기가 축으로 연결된 터빈으로 이루어진다. 제2열매체는 유기랭킨사이클을 순환하며 제2열교환기에서 제1열매체로부터 열을 공급받고, 터빈을 돌려 발전이 되게 한 후, 제1열교환기에서 응축열을 제1열매체로 방출한다.Electric vehicle power generation system according to an aspect of the present invention for achieving the above object includes a heat acquisition cycle, the first heat medium, the organic Rankine cycle, the second heat medium. The heat acquisition cycle includes an evaporator installed in the intake duct of the electric vehicle, a first heat exchanger connected to the evaporator, a first compressor connected to the first heat exchanger, a second heat exchanger connected to the first compressor, and one end connected to a second heat exchanger. The other end consists of a first expansion valve connected to the evaporator. The first heat medium circulates through a heat acquisition cycle and receives heat from the evaporator and the first heat exchanger and releases heat from the second heat exchanger to the outside. The organic Rankine cycle is a turbine connected to the first heat exchanger, a compression pump connected to the first heat exchanger, a second heat exchanger connected to the compression pump, and one end connected to the second heat exchanger, the other end connected to the first heat exchanger, and the generator connected to the shaft. Is done. The second heat medium circulates through the organic Rankine cycle, receives heat from the first heat medium in the second heat exchanger, turns the turbine to generate power, and then discharges condensation heat to the first heat medium in the first heat exchanger.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 열취득사이클, 제1열매체, 고온전달사이클, 제2열매체, 유기랭킨사이클, 제3열매체를 포함할 수 있다.According to another aspect of the present invention, an electric vehicle power generation system may include a heat acquisition cycle, a first heat medium, a high temperature transfer cycle, a second heat medium, an organic Rankine cycle, and a third heat medium.
열취득사이클은 전기자동차의 흡기덕트 내에 설치된 증발기와, 증발기에 연결된 제1압축기와, 제1압축기에 연결된 제1열교환기 및 일단은 제1열교환기에 연결되고 타단은 증발기에 연결된 제1팽창밸브로 이루어진다. 제1열매체는 열취득사이클을 순환하며 증발기에서 외기의 열을 흡수하고 제1열교환기에서 외부로 열을 방출한다. 고온전달사이클은 제1열교환기와, 제1열교환기에 연결된 제2압축기와, 제2압축기에 연결된 제2열교환기와, 일단은 제2열교환기에 연결되고 타단은 제1열교환기에 연결된 제2팽창밸브로 이루어진다. 제2열매체는 고온전달사이클을 순환하며 제1열교환기에서 흡수한 열을 제2열교환기에서 배출한다. 유기랭킨사이클은 제1열교환기 및 제2열교환기와, 일단은 제1열교환기에 연결되고 타단은 제2열교환기에 연결된 압축펌프와, 일단은 제1열교환기에 연결되고 타단은 제2열교환기에 연결되며 발전기가 축으로 연결된 터빈으로 이루어진다. 제3열매체는 유기랭킨사이클을 순환하며 제2열교환기에서 제2열매체로부터 열을 공급받고 터빈을 돌려 발전이 되게 한 후, 제1열교환기에서 제2열매체에 응축열을 방출한다.The heat acquisition cycle includes an evaporator installed in the intake duct of the electric vehicle, a first compressor connected to the evaporator, a first heat exchanger connected to the first compressor, and one end connected to the first heat exchanger, and the other end to a first expansion valve connected to the evaporator. Is done. The first heat medium circulates through a heat acquisition cycle, absorbs heat from outside air in the evaporator, and releases heat from the first heat exchanger to the outside. The high temperature transfer cycle consists of a first heat exchanger, a second compressor connected to the first heat exchanger, a second heat exchanger connected to the second compressor, and one end connected to the second heat exchanger and the other end to a second expansion valve connected to the first heat exchanger. . The second heat medium circulates the high temperature transfer cycle and discharges the heat absorbed by the first heat exchanger from the second heat exchanger. The organic Rankine cycle is connected to the first heat exchanger and the second heat exchanger, one end is connected to the first heat exchanger and the other end is connected to the second heat exchanger, one end is connected to the first heat exchanger, and the other end is connected to the second heat exchanger. It consists of a turbine connected to the shaft. The third heat medium circulates through the organic Rankine cycle and receives heat from the second heat medium in the second heat exchanger, turns the turbine to generate power, and then discharges condensation heat to the second heat medium in the first heat exchanger.
본 발명의 다른 양상에 다르면, 전기자동차 발전시스템은 순환펌프와, 전기자동차의 흡기덕트 내에 설치되되 증발기보다 입구에 가깝게 설치된 라디에이터와, 전기자동차의 전장부품 주위에 설치된 순환파이프와, 순환펌프, 순환파이프, 라디에이터를 순환하며 전장부품으로부터 흡수한 열을 라디에이터를 통해 방출하는 냉각수를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system includes a circulation pump, a radiator installed in the intake duct of the electric vehicle, but closer to the inlet than the evaporator, a circulation pipe installed around the electric component of the electric vehicle, the circulation pump, the circulation The pipe may further include cooling water circulating through the radiator and releasing heat absorbed from the electric component through the radiator.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 일단은 순환펌프에 연결되고 타단은 순환파이프에 연결된 히터코어와, 히터코어에 열을 공급하는 히터와, 히터 일측에 설치되어 히터의 열이 히터코어로 잘 전달되도록 하는 팬을 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system is connected to the circulation pump and the other end of the heater core is connected to the circulation pipe, a heater for supplying heat to the heater core, the heater is installed on one side of the heater heat is heater It may further include a fan to be delivered to the core well.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 순환펌프와, 전기자동차의 전장부품 주위에 설치된 순환파이프와, 순환펌프 및 순환파이프와 연결된 제1관과, 증발기 및 제1팽창밸브와 연결된 제2관을 구비한 제4열교환기와, 순환펌프, 순환파이프, 라디에이터를 순환하며 전장부품으로부터 흡수한 열을 제4열교환기에서 제1열매체에 전달하는 냉각수를 더 포함할 수 있다.According to another aspect of the present invention, an electric vehicle power generation system includes a circulation pump, a circulation pipe installed around an electric component of an electric vehicle, a first pipe connected to the circulation pump and the circulation pipe, a first pipe connected to the evaporator and the first expansion valve. It may further include a fourth heat exchanger having two pipes, and a cooling water circulating the circulation pump, the circulation pipe, the radiator and transferring the heat absorbed from the electric component to the first heat medium in the fourth heat exchanger.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 흡기덕트 내에 설치된 온도센서와, 흡기덕트 내에 설치된 풍속센서와, 전기자동차의 흡기덕트 내로 유입되는 공기량을 조절하는 흡기댐퍼와, 온도센서와 풍속센서로부터 전기신호를 입력 받고 흡기댐퍼를 제어하는 제어부를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system includes a temperature sensor installed in the intake duct, a wind speed sensor installed in the intake duct, an intake damper for adjusting the amount of air flowing into the intake duct of the electric vehicle, a temperature sensor and a wind speed sensor It may further include a control unit for receiving an electric signal from the control unit for controlling the intake damper.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 흡기덕트 내의 흡기댐퍼 후방에 마련되며 모터 발전기와 축으로 연결된 팬을 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system may further include a fan provided behind the intake damper in the intake duct and connected to the motor generator and the shaft.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 증발기를 통과한 후 냉각된 공기를 냉방용으로 차량 실내에 공급하기 위한 급기댐퍼와 공기필터가 구비된 급기덕트를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system may further include an air supply duct provided with an air supply damper and an air filter for supplying the cooled air to the vehicle interior for cooling after passing through the evaporator.
본 발명에 따르면 배터리 용량을 늘리지 않고도 전기자동차가 장거리를 주행하게 할 수 있다.According to the present invention, the electric vehicle can be driven over a long distance without increasing the battery capacity.
또한, 외기 온도가 발전 가능한 일정 온도 이상이면 계속해서 발전을 할 수 있으므로, 전기자동차의 배터리를 충전할 수 있을 뿐만 아니라 생산된 전력을 외부에 공급할 수도 있다.In addition, since the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
도 1은 본 발명의 일 실시예에 따른 전기자동차 발전시스템의 구성도이다.1 is a block diagram of an electric vehicle power generation system according to an embodiment of the present invention.
도 2는 전기자동차가 주행모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 일 흐름을 나타낸 것이다.FIG. 2 illustrates a flow of heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a driving mode.
도 3은 전기자동차가 주행모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 다른 흐름을 나타낸 것이다.3 shows another flow of the heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a driving mode.
도 4는 전기자동차가 주차모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 흐름을 나타낸 것이다.Figure 4 shows the flow of the heat medium in the electric vehicle power generation system shown in Figure 1, when the electric vehicle is in parking mode.
도 5는 전기자동차가 시동모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 전장부품의 WARM-UP 흐름도를 나타낸 것이다.FIG. 5 is a flowchart illustrating a WARM-UP of electrical components in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a start mode.
도 6은 본 발명의 다른 실시예에 따른 전기자동차 발전시스템의 구성도이다.6 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
도 7은 본 발명의 또 다른 실시예에 따른 전기자동차 발전시스템의 구성도이다.7 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
전술한, 그리고 추가적인 양상들은 첨부된 도면들을 참조하여 설명되는 실시 예들을 통해 명백해질 것이다. 본 명세서에서 각 도면의 대응되는 구성 요소들은 동일한 번호로 참조된다. 또한, 관련된 공지 기술에 대한 설명이 본 발명의 요지를 불필요하게 흐릴 수 있다고 생각되는 경우 그에 대한 설명은 생략될 수 있다.The foregoing and further aspects will become apparent from the embodiments described with reference to the accompanying drawings. Corresponding elements in each figure are referred to by the same numerals in this specification. In addition, descriptions of related well-known techniques may be omitted if it is deemed that they may unnecessarily obscure the subject matter of the present invention.
이하, 첨부된 도면들을 참조하여 본 발명을 상세히 설명하기로 한다.Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
도 1은 본 발명의 일 실시예에 따른 전기자동차 발전시스템의 구성도이고, 도 2는 전기자동차가 주행모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 일 흐름을 나타낸 것이며, 도 3은 전기자동차가 주행모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 다른 흐름을 나타낸 것이고, 도 4는 전기자동차가 주차모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 열매체의 흐름을 나타낸 것이며, 도 5는 전기자동차가 시동모드일 때, 도 1에 도시된 전기자동차 발전시스템에서 전장부품의 WARM-UP 흐름도를 나타낸 것이다.1 is a block diagram of an electric vehicle power generation system according to an embodiment of the present invention, Figure 2 is a view showing a flow of the heat medium in the electric vehicle power generation system shown in Figure 1, when the electric vehicle is in a driving mode, 3 shows another flow of the heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in driving mode, and FIG. 4 is a heat medium in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in the parking mode. 5 is a flow chart illustrating a WARM-UP flow chart of electrical components in the electric vehicle power generation system shown in FIG. 1 when the electric vehicle is in a start mode.
도 1 내지 도 5를 참조하여 설명하면, 본 발명의 일 양상에 따른 전기자동차 발전시스템(100)은 열취득사이클(130)과, 제1열매체(미도시)와, 유기랭킨사이클(110)과 제2열매체(미도시)를 포함한다.1 to 5, the electric vehicle power generation system 100 according to an aspect of the present invention includes a heat acquisition cycle 130, a first heat medium (not shown), an organic Rankine cycle 110, and the like. A second heat medium (not shown) is included.
열취득사이클(130)은 전기자동차의 흡기덕트(201) 내에 설치된 증발기(134), 증발기(134)에 연결된 제1열교환기(113)와, 제1열교환기(113)에 연결된 제1압축기(131)와, 제1압축기(131)에 연결된 제2열교환기(122) 및 일단은 제2열교환기(122)에 연결되고 타단은 증발기(134)에 연결된 제1팽창밸브(133)로 이루어진다.The heat acquiring cycle 130 includes an evaporator 134 installed in the intake duct 201 of the electric vehicle, a first heat exchanger 113 connected to the evaporator 134, and a first compressor connected to the first heat exchanger 113 ( 131, a second heat exchanger 122 connected to the first compressor 131, and a first expansion valve 133 connected to the second heat exchanger 122 and the other end connected to the evaporator 134.
제1열매체는 열취득사이클(130)을 순환하며 증발기(134)와 제1열교환기(113)에서 열을 전달받고, 제2열교환기(122)에서 외부로 열을 방출한다. 제1열매체는 R410A일 수 있다. 제1열매체는 증발기(134)와 제1열교환기(113)를 통과하면서 외부의 열을 흡수하여 기체상태로 상변화한다. 그리고 제1압축기(131)에서 압축되어 고온 고압의 상태가 된다. 그런 다음 제2열교환기(122)에서 열을 제2열매체로 전달하여 고압의 액체 상태가 된다. 고압의 액체 상태가 된 제2열매체는 제1팽창밸브(133)를 거치면서 저압의 액체 상태가 된다. 그리고 다시 증발기(134)와 제1열교환기(113)를 통과한다.The first heat medium circulates through the heat acquisition cycle 130, receives heat from the evaporator 134 and the first heat exchanger 113, and releases heat from the second heat exchanger 122 to the outside. The first thermal medium may be R410A. The first heat medium absorbs external heat while passing through the evaporator 134 and the first heat exchanger 113 to change into a gas phase. And it is compressed by the first compressor 131 to a state of high temperature and high pressure. Then, the second heat exchanger 122 transfers the heat to the second heat medium to obtain a high pressure liquid state. The second thermal medium, which is in a high pressure liquid state, becomes a low pressure liquid state through the first expansion valve 133. And again passes through the evaporator 134 and the first heat exchanger (113).
유기랭킨사이클(110)은 제1열교환기(113), 제1열교환기(113)에 연결된 압축펌프(114), 압축펌프(114)에 연결된 제2열교환기(122) 및 일단은 제2열교환기(122)에 연결되고 타단은 제1열교환기(113)에 연결되며 발전기(112)가 축으로 연결된 터빈(111)으로 이루어진다.The organic Rankine cycle 110 includes a first heat exchanger 113, a compression pump 114 connected to the first heat exchanger 113, a second heat exchanger 122 connected to the compression pump 114, and one end of a second heat exchange. And the other end is connected to the first heat exchanger 113 and the generator 112 is composed of a turbine 111 connected to the shaft.
제2열매체는 유기랭킨사이클(110)을 순환하며 제2열교환기(122)에서 제1열매체로부터 열을 공급받고, 터빈(111)을 돌려 발전이 되게 한 후, 제1열교환기(113)에서 응축열을 제1열매체에 방출한다. 제2열매체는 R245fa일 수 있다. 제2열매체는 제2열교환기(122)에서 제1열매체로부터 열을 공급받아 포화증기가 된다. 그리고 터빈(111)을 돌려 터빈에 축으로 연결된 발전기(112)가 전력을 생산하게 한다. 터빈(111)을 돌리고 나온 저압 기체상태의 제2열매체는 제1열교환기(113)에서 응축열을 제1열매체에 방출하여 액체상태로 상변화한다. 그리고 제2열매체는 압축펌프(114)에 의해 압축된 후 제2열교환기(122)에서 다시 증발되어, 포화증기가 되는 사이클을 반복하면서 전력을 생산한다.The second heat medium circulates through the organic Rankine cycle 110, receives heat from the first heat medium in the second heat exchanger 122, turns the turbine 111 to generate power, and then in the first heat exchanger 113. Heat of condensation is released to the first heat medium. The second thermal medium may be R245fa. The second heat medium receives saturated heat from the first heat medium in the second heat exchanger 122. Then, the turbine 111 is turned to cause the generator 112 connected to the turbine to produce power. The second heat medium in the low pressure gas state after turning the turbine 111 releases condensation heat from the first heat exchanger 113 to the first heat medium to change into a liquid state. The second heat medium is compressed by the compression pump 114 and then evaporated again in the second heat exchanger 122 to produce power while repeating the cycle of saturated steam.
전술한 바와 같이 구성된 전기자동차의 발전시스템에서 제1열매체는 외부 공기로부터 열을 흡수한 후 제2열매체에 전달하고, 제2열매체는 이 열을 이용하여 터빈을 돌려 전기를 생산한다. 이렇게 생산된 전기는 전기자동차에 공급될 수 있다. 따라서 배터리 용량을 늘리지 않고도 전기자동차가 장거리를 주행하게 할 수 있다. 또한, 외기 온도가 발전 가능한 일정 온도 이상이면 계속해서 발전을 할 수 있으므로, 전기자동차의 배터리를 충전할 수 있을 뿐만 아니라 생산된 전력을 외부에 공급할 수도 있다.In the power generation system of the electric vehicle configured as described above, the first heat medium absorbs heat from outside air and then transfers the heat to the second heat medium, and the second heat medium uses the heat to generate electricity by turning a turbine. The electricity thus produced can be supplied to an electric vehicle. This allows electric vehicles to travel long distances without increasing battery capacity. In addition, since the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템은 순환펌프(301), 라디에이터(304), 순환파이프(316), 냉각수(미도시)를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system may further include a circulation pump 301, a radiator 304, a circulation pipe 316, and cooling water (not shown).
라디에이터(304)는 전기자동차의 흡기덕트(201) 내에 설치되되 증발기(134)보다 입구에 가깝게 설치될 수 있다. 순환파이프(316)는 전기자동차의 전장부품 주위에 설치될 수 있다. 전장부품은 주행 중 고열을 발생시키는 인버터나 모터 등으로 구성된 제1전장부품군(302)이 될 수도 있고 저전압 직류컨버터(LDC)와 같이 상대적으로 작은 열을 발생시키거나 최적의 온도로 관리해 주어야 하는 배터리 등으로 구성된 제2전장부품군(303)일 수 있다. 냉각수는 순환펌프(301), 순환파이프(316), 라디에이터(304)를 순환하며 전장부품(302, 303)으로부터 흡수한 열을 라디에이터(304)를 통해 방출할 수 있다.The radiator 304 may be installed in the intake duct 201 of the electric vehicle, but may be installed closer to the inlet than the evaporator 134. The circulation pipe 316 may be installed around the electric component of the electric vehicle. The electric component may be a first electric component group 302 including an inverter or a motor that generates high heat while driving, and generates relatively small heat such as a low voltage direct current converter (LDC) or manages at an optimum temperature. It may be a second electrical component group 303 composed of a battery or the like. The cooling water circulates through the circulation pump 301, the circulation pipe 316, and the radiator 304, and may release heat absorbed from the electrical components 302 and 303 through the radiator 304.
전술한 바와 같이 구성된 전기자동차 발전시스템(100)은 전기자동차의 내부 전장부품들을 냉각하거나 일정 온도로 관리하여 내부 전장부품들이 열에 의해 열화되는 것을 방지할 수 있다. 또한 라디에이터(304)에서 방출된 열을 제1열매체가 증발기(304)에서 흡수함으로써 발전 효율이 향상된다.The electric vehicle power generation system 100 configured as described above may prevent the internal electric components from being deteriorated by heat by cooling or managing the internal electric components of the electric vehicle at a predetermined temperature. In addition, since the first heat medium absorbs the heat emitted from the radiator 304 in the evaporator 304, the power generation efficiency is improved.
본 발명의 또 다른 양상에 따르면, 전기자동차 발전시스템은 히터코어, 히터, 팬을 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system may further include a heater core, a heater, a fan.
히터코어는 일단은 순환펌프(319)에 연결되고 타단은 순환파이프(316)에 연결된다. 히터(306)는 히터코어(305)에 열을 공급한다. 팬(307)은 히터(306) 일측에 설치되어 히터(306)의 열이 히터코어(305)로 잘 전달되도록 한다.One end of the heater core is connected to the circulation pump 319 and the other end is connected to the circulation pipe 316. The heater 306 supplies heat to the heater core 305. The fan 307 is installed at one side of the heater 306 to allow the heat of the heater 306 to be transferred to the heater core 305 well.
전술한 바와 같이 구성된 전기자동차 발전시스템(100)은 팬(307)에 의해 유입된 외부 공기를 히터(305)로 가열한 후 히터코어(305)를 지나는 냉각수와 열교환되게 함으로써, 배터리와 같이 일정온도로 관리가 필요한 전장부품들을 차가 출발하기 전에 최적의 상태로 만들 수 있다.The electric vehicle power generation system 100 configured as described above heats the external air introduced by the fan 307 with the heater 305 and then heat-exchanges with the cooling water passing through the heater core 305, such as a battery. Electric parts that require furnace management can be optimized before the car leaves.
본 발명의 또 다른 양상에 따르면 전기자동차 발전시스템(100)은 온도센서(미도시), 풍속센서(미도시), 흡기댐퍼(204), 제어부(미도시)를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system 100 may further include a temperature sensor (not shown), a wind speed sensor (not shown), an intake damper 204, and a controller (not shown).
온도센서는 흡기덕트(201) 내에 설치되어 온도를 측정한다. 풍속센서는 흡기덕트(201) 내에 설치되어 풍속을 감지한다. 흡기댐퍼(204)는 전기자동차의 흡기덕트 내로 유입되는 공기량을 조절한다. 제어부는 온도센서와 풍속센서로부터 전기신호를 입력 받고 흡기댐퍼를 제어한다.The temperature sensor is installed in the intake duct 201 to measure the temperature. The wind speed sensor is installed in the intake duct 201 to sense the wind speed. The intake damper 204 controls the amount of air introduced into the intake duct of the electric vehicle. The controller receives an electrical signal from the temperature sensor and the wind speed sensor and controls the intake damper.
전술한 바와 같이 구성된 전기자동차 발전시스템은 흡기댐퍼(204)를 제어하여 외부공기의 풍속과 풍량을 조절함으로써, 외부 공기가 증발기(134)에서 제1열매체와 최적의 열전달이 일어나도록 할 수 있다. 따라서 발전효율이 증가할 수 있다.The electric vehicle power generation system configured as described above may control the intake damper 204 to adjust the wind speed and the air volume of the outside air, so that the outside air may achieve optimal heat transfer with the first heat medium in the evaporator 134. Therefore, power generation efficiency may increase.
본 발명의 또 다른 양상에 따르면, 전기자동차 발전시스템(100)은 흡기덕트(201) 내의 흡기댐퍼(204) 후방에 마련되며 모터 발전기(206)와 축으로 연결된 팬(205)을 더 포함할 수 있다. 모터 발전기(206)는 흡기덕트(201) 내부의 지지대(207)로 고정될 수 있다.According to another aspect of the present invention, the electric vehicle power generation system 100 may further include a fan 205 provided behind the intake damper 204 in the intake duct 201 and axially connected to the motor generator 206. have. The motor generator 206 may be fixed to the support 207 inside the intake duct 201.
전술한 바와 같이 이루어진 전기자동차 발전시스템(100)는 전기자동차가 주행 시에는 흡기덕트(201)로 유입되는 외부 공기에 의해 팬(205)이 회전되어 팬(205)에 연결된 모터 발전기(206)가 전기를 생산하게 된다. 또한, 전기자동차가 서행하거나 주행 중 잠시 멈추는 경우, 또는 정지한 상태에서 발전시스템(100)이 가동되고 있을 경우에는, 모터 발전기(206)가 팬(205)을 돌려 외부공기를 흡입한 후 증발기(134)로 보내는 송풍기로 작동한다. 따라서 발전효율이 증가할 수 있다.As described above, the electric vehicle power generation system 100 includes a motor generator 206 connected to the fan 205 by rotating the fan 205 by external air flowing into the intake duct 201 when the electric vehicle is driven. Will produce electricity. In addition, when the electric vehicle is slow or stops while driving, or when the power generation system 100 is operating while stopped, the motor generator 206 turns the fan 205 to inhale external air and then evaporates the Act as a blower to 134). Therefore, power generation efficiency may increase.
본 발명의 다른 양상에 따르면, 전기자동차 발전시스템(100)은 증발기(134)를 통과한 후 냉각된 공기를 차량 실내에 냉방용으로 공급하기 위한 급기댐퍼(210)와 공기필터(212)를 구비한 급기덕트(203)를 더 포함할 수 있다.According to another aspect of the present invention, the electric vehicle power generation system 100 includes an air supply damper 210 and an air filter 212 for supplying cooled air to the vehicle interior after passing through the evaporator 134 for cooling. The air supply duct 203 may be further included.
전술한 바와 같이 구성된 전기자동차 발전시스템은 증발기(134)를 통과하여냉각된 공기를 배기댐퍼(211)를 구비한 배기덕트(202)로 배출할 수도 있고, 차량 실내에 냉방용으로 공급할 수도 있다. 따라서 별도의 에너지를 사용하지 않고도 차량 실내를 냉방할 수 있다.The electric vehicle power generation system configured as described above may discharge the cooled air through the evaporator 134 to the exhaust duct 202 having the exhaust damper 211, or may supply the vehicle interior for cooling. Therefore, the vehicle interior can be cooled without using extra energy.
도 6은 본 발명의 다른 실시예에 따른 전기자동차의 발전시스템(100)이다. 도 6을 참조하여 설명하면, 전기자동차의 발전시스템은 열취득사이클(130), 제1열매체(미도시), 고온전달사이클(120), 제2열매체(미도시), 유기랭킨사이클(110), 제3열매체(미도시)를 포함할 수 있다.6 is a power generation system 100 of an electric vehicle according to another embodiment of the present invention. Referring to FIG. 6, a power generation system of an electric vehicle includes a heat acquisition cycle 130, a first heat medium (not shown), a high temperature transfer cycle 120, a second heat medium (not shown), and an organic Rankine cycle 110. And a third thermal medium (not shown).
열취득사이클(130)은 전기자동차의 흡기덕트 내에 설치된 증발기(134), 증발기(134)에 연결된 제1압축기(131)와, 제1압축기(131)에 연결된 제1열교환기(132) 및 일단은 제1열교환기(132)에 연결되고 타단은 증발기(134)에 연결된 제1팽창밸브(133)로 이루어진다.The heat acquisition cycle 130 includes an evaporator 134 installed in the intake duct of the electric vehicle, a first compressor 131 connected to the evaporator 134, a first heat exchanger 132 connected to the first compressor 131, and one end Is connected to the first heat exchanger 132 and the other end is composed of a first expansion valve 133 connected to the evaporator 134.
제1열매체는 열취득사이클을 순환하며 증발기(134)에서 외기의 열을 흡수하고 제1열교환기(132)에서 외부로 열을 방출한다. 제1열매체는 R410A 또는 이산화탄소(CO2)일 수 있다. 제1열매체는 증발기(134)에서 외부의 열을 흡수하여 기체상태로 상변화한다. 그리고 제1압축기(131)에서 압축되어 고온 고압의 상태가 된다. 그런 다음 제1열교환기(132)에서 열을 제2열매체로 전달하여 고압의 액체 상태가 된다. 고압의 액체 상태가 된 제2열매체는 제1팽창밸브(133)를 거치면서 저압의 액체 상태가 된다. 그리고 다시 증발기(134)를 통과한다.The first heat medium circulates through a heat acquisition cycle, absorbs heat from outside air in the evaporator 134 and releases heat to the outside in the first heat exchanger 132. The first thermal medium may be R410A or carbon dioxide (CO 2 ). The first heat medium absorbs external heat from the evaporator 134 and changes phase into a gaseous state. And it is compressed by the first compressor 131 to a state of high temperature and high pressure. Then, heat is transferred from the first heat exchanger 132 to the second heat medium to obtain a high pressure liquid state. The second thermal medium, which is in a high pressure liquid state, becomes a low pressure liquid state through the first expansion valve 133. Then passes through the evaporator 134 again.
고온전달사이클은 제1열교환기(132)와, 제1열교환기(132)에 연결된 제2압축기(121)와, 제2압축기(121)에 연결된 제2열교환기(122)와, 일단은 제2열교환기(122)에 연결되고 타단은 제1열교환기(132)에 연결된 제2팽창밸브(123)로 이루어진다.The high temperature transfer cycle includes a first heat exchanger 132, a second compressor 121 connected to the first heat exchanger 132, a second heat exchanger 122 connected to the second compressor 121, and one end of the first heat exchanger 132. It is connected to the second heat exchanger 122 and the other end is composed of a second expansion valve 123 connected to the first heat exchanger (132).
제2열매체는 고온전달사이클을 순환하며 제1열교환기에서 흡수한 열을 제2열교환기에서 배출한다. 제2열매체는 R134a일 수 있다. 제2열매체는 제2팽창밸브(123)를 거치면서 저압 액체 상태가 되어 제1열교환기(132)에서 제1열매체의 응축열과 제3열매체의 응축열을 흡수하여 기체 상태로 상변화한다. 기체 상태로 상변화한 제3열매체는 제2압축기(121)에 의해 고온 고압의 상태가 되어 제2열교환기(122)에서 제3열매체에 응축열을 방출한 후 액체 상태로 응축한다.The second heat medium circulates the high temperature transfer cycle and discharges the heat absorbed by the first heat exchanger from the second heat exchanger. The second thermal medium may be R134a. The second heat medium enters a low pressure liquid state through the second expansion valve 123, and the first heat exchanger 132 absorbs the heat of condensation of the first heat medium and the heat of condensation of the third heat medium, thereby phase-changing to a gas state. The third heat medium phase-changed into a gas state is brought into a state of high temperature and high pressure by the second compressor 121 to discharge the heat of condensation from the second heat exchanger 122 to the third heat medium and then condense to a liquid state.
유기랭킨사이클(110)은 제1열교환기(132) 및 제2열교환기(122)와, 일단은 제1열교환기(132)에 연결되고 타단은 제2열교환기(122)에 연결된 압축펌프(114)와, 일단은 제1열교환기(132)에 연결되고 타단은 제2열교환기(122)에 연결되며 발전기(112)가 축으로 연결된 터빈(111)으로 이루어진다.The organic Rankine cycle 110 includes a compression pump connected to the first heat exchanger 132 and the second heat exchanger 122, one end of which is connected to the first heat exchanger 132, and the other end of which is connected to the second heat exchanger 122. 114 and one end is connected to the first heat exchanger 132 and the other end is connected to the second heat exchanger 122 and the generator 112 is a shaft 111 connected to the shaft.
제3열매체는 유기랭킨사이클(110)을 순환하며 제2열교환기(122)에서 제2열매체로부터 열을 공급받고 터빈(111)을 돌려 발전이 되게 한 후, 제1열교환기(132)에서 제2열매체에 응축열을 방출한다. 제3열매체는 R245fa일 수 있다. 제3열매체는 제2열교환기(122)에서 제2열매체로부터 열을 공급받아 포화증기가 된다. 포화증기가 된 제3열매체는 터빈(111)을 돌려 전기가 생산되게 한다. 터빈(111)을 돌리고 나온 저압 기체상태의 제3열매체는 제1열교환기(132)에서 제2열매체에 응축 잠열을 방출하여 액체상태로 상변화한다. 액체상태가 된 제3열매체는 압축펌프(114)에 의해 압축된 후 제2열교환기(122)에서 증발되어 사이클을 반복 순환하면서 전기를 생산하게 된다.The third heat medium circulates through the organic Rankine cycle 110 and receives heat from the second heat medium in the second heat exchanger 122 and rotates the turbine 111 to generate power, and then, in the first heat exchanger 132. The heat of condensation is released to the two-row medium. The third thermal medium may be R245fa. The third heat medium receives saturated heat from the second heat medium in the second heat exchanger 122. The third heat medium, which is saturated steam, rotates the turbine 111 to allow electricity to be produced. The third heat medium in the low-pressure gaseous state after turning the turbine 111 releases the latent heat of condensation from the first heat exchanger 132 to the second heat medium to change into a liquid state. The third heat medium, which is in a liquid state, is compressed by the compression pump 114 and then evaporated in the second heat exchanger 122 to produce electricity while repeatedly circulating the cycle.
전술한 바와 같이 이루어진 전기자동차의 발전시스템에서 외부 공기로부터 열을 흡수한 제1열매체와, 터빈을 돌려 전기를 생산한 후에 응축잠열을 보유한 제3열매체는 제2열매체에 열을 전달하고, 제2열매체는 제2열교환기에서 이 열을 제3열매체에 전달하고, 제3열매체가 이 열을 이용하여 전기를 생산한다. 따라서 배터리 용량을 늘리지 않고도 전기자동차가 장거리를 주행하게 할 수 있다. 또한, 외기 온도가 발전 가능한 일정 온도 이상이면 계속해서 발전을 할 수 있으므로, 전기자동차의 배터리를 충전할 수 있을 뿐만 아니라 생산된 전력을 외부에 공급할 수도 있다.In the electric power generating system of the electric vehicle, the first heat medium absorbing heat from the outside air and the third heat medium having latent heat of condensation after producing electricity by turning a turbine transfer heat to the second heat medium. The heat medium transfers this heat to the third heat medium in the second heat exchanger, and the third heat medium uses this heat to produce electricity. This allows electric vehicles to travel long distances without increasing battery capacity. In addition, since the electric power can be continuously generated when the outside temperature is higher than a predetermined temperature that can be generated, not only can the battery of the electric vehicle be charged, but also the generated power can be supplied to the outside.
도 7은 본 발명의 또 다른 실시예에 따른 전기자동차 발전시스템의 구성도이다. 7 is a block diagram of an electric vehicle power generation system according to another embodiment of the present invention.
도 7을 참조하여 설명하면, 본 발명의 또 다른 양상에 따르면, 전기자동차 발전시스템(100)은 순환펌프(301), 순환파이프(316), 제4열교환기(138), 냉각수를 더 포함할 수 있다.Referring to FIG. 7, according to another aspect of the present invention, the electric vehicle power generation system 100 may further include a circulation pump 301, a circulation pipe 316, a fourth heat exchanger 138, and cooling water. Can be.
순환파이프(316)는 전기자동차의 전장부품 주위에 설치된다. 전장부품은 주행 중 고열을 발생시키는 인버터나 모터 등으로 구성된 제1전장부품군(302)이 될 수도 있고 저전압 직류컨버터(LDC)와 같이 상대적으로 작은 열을 발생시키거나 최적의 온도로 관리해 주어야 하는 배터리 등으로 구성된 제2전장부품군(303)일 수 있다. 제4열교환기(138)는 순환펌프(301) 및 순환파이프(316)와 연결된 제1관과, 증발기(134) 및 제1팽창밸브(133)와 연결된 제2관을 구비한다. 냉각수는 순환펌프(301), 순환파이프(316), 라디에이터(134)를 순환하며 전장부품으로부터 흡수한 열을 제4열교환기(138)에서 제1열매체에 전달한다.The circulation pipe 316 is installed around the electric component of the electric vehicle. The electric component may be a first electric component group 302 including an inverter or a motor that generates high heat while driving, and generates relatively small heat such as a low voltage direct current converter (LDC) or manages at an optimum temperature. It may be a second electrical component group 303 composed of a battery or the like. The fourth heat exchanger 138 includes a first pipe connected to the circulation pump 301 and the circulation pipe 316, and a second pipe connected to the evaporator 134 and the first expansion valve 133. The cooling water circulates in the circulation pump 301, the circulation pipe 316, and the radiator 134, and transfers the heat absorbed from the electrical components to the first heat medium in the fourth heat exchanger 138.
전술한 바와 같이 구성된 전기자동차 발전시스템에서는 냉각수가 전장부품(302, 303)으로부터 열을 흡수하고 그 흡수한 열을 제4열교환기(138)에서 제1열매체로 방출하므로 전기자동차의 내부 전장부품들을 냉각하거나 일정 온도로 관리하여 전장부품들이 열에 의해 열화되는 것을 방지할 수 있다. 또한 제1열매체가 전장부품들에서 발생한 열을 전달받음으로써 발전 효율이 향상된다.In the electric vehicle power generation system configured as described above, the coolant absorbs heat from the electric components 302 and 303 and releases the absorbed heat from the fourth heat exchanger 138 to the first heat medium. Cooling or managing at a constant temperature can prevent electrical components from being degraded by heat. In addition, since the first heat medium receives heat generated from the electronic components, power generation efficiency is improved.
본 발명은 첨부된 도면에 도시된 일 실시예를 참고로 설명되었으나 이는 예시적인 것에 불과하며, 당해 기술분야에서 통상의 지식을 가진 자라면 이로부터 다양한 변형 및 균등한 타 실시예가 가능하다는 점을 이해할 수 있을 것이다. 따라서, 본 발명의 진정한 보호 범위는 첨부된 청구 범위에 의해서만 정해져야 할 것이다. Although the present invention has been described with reference to one embodiment shown in the accompanying drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent other embodiments are possible. Could be. Accordingly, the true scope of protection of the invention should be defined only by the appended claims.

Claims (7)

  1. 전기자동차의 흡기덕트 내에 설치된 증발기와, 상기 증발기에 연결된 제1열교환기와, 상기 제1열교환기에 연결된 제1압축기와, 상기 제1압축기에 연결된 제2열교환기 및 일단은 상기 제2열교환기에 연결되고 타단은 상기 증발기에 연결된 제1팽창밸브로 이루어진 열취득사이클;An evaporator installed in the intake duct of the electric vehicle, a first heat exchanger connected to the evaporator, a first compressor connected to the first heat exchanger, a second heat exchanger connected to the first compressor, and one end connected to the second heat exchanger The other end of the heat acquisition cycle consisting of a first expansion valve connected to the evaporator;
    상기 열취득사이클을 순환하며 증발기와 제1열교환기에서 열을 전달받고 제2열교환기에서 외부로 열을 방출하는 제1열매체;A first heat medium circulating the heat acquisition cycle and receiving heat from an evaporator and a first heat exchanger and dissipating heat from the second heat exchanger to the outside;
    상기 제1열교환기와, 상기 제1열교환기에 연결된 압축펌프와, 상기 압축펌프에 연결된 제2열교환기 및 일단은 상기 제2열교환기에 연결되고 타단은 상기 제1열교환기에 연결되며 발전기가 축으로 연결된 터빈으로 이루어진 유기랭킨사이클;A turbine connected to the first heat exchanger, a compression pump connected to the first heat exchanger, a second heat exchanger connected to the compression pump, and one end connected to the second heat exchanger, the other end connected to the first heat exchanger, and a generator connected to the shaft. Organic Rankine cycle consisting of;
    상기 유기랭킨사이클을 순환하며 제2열교환기에서 제1열매체로부터 열을 공급받고, 터빈을 돌려 발전이 되게 한 후, 제1열교환기에서 응축열을 제1열매체에 방출하는 제2열매체;A second heat medium for circulating the organic Rankine cycle, receiving heat from the first heat medium in a second heat exchanger, turning the turbine to generate power, and then dissipating condensation heat to the first heat medium in the first heat exchanger;
    를 포함하는 전기자동차 발전시스템.Electric vehicle power generation system comprising a.
  2. 전기자동차의 흡기덕트 내에 설치된 증발기와, 상기 증발기에 연결된 제1압축기와, 상기 제1압축기에 연결된 제1열교환기 및 일단은 상기 제1열교환기에 연결되고 타단은 상기 증발기에 연결된 제1팽창밸브로 이루어진 열취득사이클;An evaporator installed in the intake duct of the electric vehicle, a first compressor connected to the evaporator, a first heat exchanger connected to the first compressor, and one end connected to the first heat exchanger, and the other end to a first expansion valve connected to the evaporator. Heat acquisition cycle;
    상기 열취득사이클을 순환하며 증발기에서 외기의 열을 흡수하고 제1열교환기에서 외부로 열을 방출하는 제1열매체;A first heat medium circulating the heat acquisition cycle, absorbing heat from outside air in an evaporator, and releasing heat from the first heat exchanger to the outside;
    상기 제1열교환기와, 상기 제1열교환기에 연결된 제2압축기와, 상기 제2압축기에 연결된 제2열교환기와, 일단은 상기 제2열교환기에 연결되고 타단은 상기 제1열교환기에 연결된 제2팽창밸브로 이루어진 고온전달사이클;The first heat exchanger, a second compressor connected to the first heat exchanger, a second heat exchanger connected to the second compressor, and one end connected to the second heat exchanger and the other end to a second expansion valve connected to the first heat exchanger. High temperature transfer cycles;
    상기 고온전달사이클을 순환하며 제1열교환기에서 흡수한 열을 제2열교환기에서 배출하는 제2열매체;A second heat medium circulating the high temperature transfer cycle and discharging the heat absorbed by the first heat exchanger from the second heat exchanger;
    상기 제1열교환기 및 제2열교환기와, 일단은 상기 제1열교환기에 연결되고 타단은 상기 제2열교환기에 연결된 압축펌프와, 일단은 상기 제1열교환기에 연결되고 타단은 상기 제2열교환기에 연결되며 발전기가 축으로 연결된 터빈으로 이루어진 유기랭킨사이클;The first heat exchanger and the second heat exchanger, one end of which is connected to the first heat exchanger and the other end of which is connected to the second heat exchanger, and one end of which is connected to the first heat exchanger, and the other end of which is connected to the second heat exchanger. Organic Rankine cycle consisting of a turbine connected to the generator shaft;
    상기 유기랭킨사이클을 순환하며 제2열교환기에서 제2열매체로부터 열을 공급받고 터빈을 돌려 발전이 되게 한 후, 제1열교환기에서 제2열매체에 응축열을 방출하는 제3열매체;A third heat medium for circulating the organic Rankine cycle and receiving heat from the second heat medium in a second heat exchanger and turning the turbine to generate power, and then dissipating condensation heat to the second heat medium in the first heat exchanger;
    를 포함하는 전기자동차 발전시스템.Electric vehicle power generation system comprising a.
  3. 제1항 또는 제2항에 있어서,The method according to claim 1 or 2,
    순환펌프;Circulation pump;
    전기자동차의 흡기덕트 내에 설치되되 상기 증발기보다 입구에 가깝게 설치된 라디에이터;A radiator installed in an intake duct of an electric vehicle and installed closer to an inlet than the evaporator;
    전기자동차의 전장부품 주위에 설치된 순환파이프;Circulating pipes installed around the electric components of the electric vehicle;
    상기 순환펌프, 순환파이프, 라디에이터를 순환하며 전장부품으로부터 흡수한 열을 라디에이터를 통해 방출하는 냉각수;Cooling water circulating the circulation pump, the circulation pipe, the radiator and discharges the heat absorbed from the electrical component through the radiator;
    를 더 포함하는 전기자동차 발전시스템.Electric vehicle power generation system further comprising.
  4. 제1항 또는 제2항에 있어서,The method according to claim 1 or 2,
    순환펌프;Circulation pump;
    전기자동차의 전장부품 주위에 설치된 순환파이프;Circulating pipes installed around the electric components of the electric vehicle;
    상기 순환펌프 및 순환파이프와 연결된 제1관과, 상기 증발기 및 제1팽창밸브와 연결된 제2관을 구비한 제4열교환기;A fourth heat exchanger having a first tube connected to the circulation pump and the circulation pipe, and a second tube connected to the evaporator and the first expansion valve;
    상기 순환펌프, 순환파이프, 라디에이터를 순환하며 전장부품으로부터 흡수한 열을 제4열교환기에서 제1열매체에 전달하는 냉각수;Cooling water circulating the circulation pump, the circulation pipe, the radiator and transfers the heat absorbed from the electrical component to the first heat medium in the fourth heat exchanger;
    를 더 포함하는 전기자동차 발전시스템.Electric vehicle power generation system further comprising.
  5. 제1항 또는 제2항에 있어서,The method according to claim 1 or 2,
    흡기덕트 내에 설치된 온도센서;A temperature sensor installed in the intake duct;
    흡기덕트 내에 설치된 풍속센서;A wind speed sensor installed in the intake duct;
    전기자동차의 흡기덕트 내로 유입되는 공기량을 조절하는 흡기댐퍼;An intake damper for controlling the amount of air introduced into the intake duct of the electric vehicle;
    상기 온도센서와 풍속센서로부터 전기신호를 입력 받고 상기 흡기댐퍼를 제어하는 제어부;A control unit which receives an electric signal from the temperature sensor and the wind speed sensor and controls the intake damper;
    를 더 포함하는 전기자동차 발전시스템.Electric vehicle power generation system further comprising.
  6. 제5항에 있어서,The method of claim 5,
    상기 흡기덕트 내의 흡기댐퍼 후방에 마련되며 모터 발전기와 축으로 연결된 팬을 더 포함하는 전기자동차 발전시스템.And a fan provided behind the intake damper in the intake duct and connected to the motor generator and the shaft.
  7. 제6항에 있어서,The method of claim 6,
    상기 증발기를 통과한 후 냉각된 공기를 냉방용으로 차량 실내에 공급하기 위한 급기댐퍼와 공기필터가 구비된 급기덕트를 더 포함하는 전기자동차 발전시스템.And an air supply damper and an air supply duct provided with an air filter for supplying the cooled air to the vehicle interior for cooling after passing through the evaporator.
PCT/KR2014/012737 2013-12-23 2014-12-23 Electric vehicle power generation system WO2015099417A1 (en)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
KR10-2013-0161936 2013-12-23
KR20130161936 2013-12-23
KR20130161555 2013-12-23
KR10-2013-0161555 2013-12-23
KR10-2014-0187076 2014-12-23
KR1020140187076A KR20150073872A (en) 2013-12-23 2014-12-23 Generation system for electric vehicle

Publications (1)

Publication Number Publication Date
WO2015099417A1 true WO2015099417A1 (en) 2015-07-02

Family

ID=53479189

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2014/012737 WO2015099417A1 (en) 2013-12-23 2014-12-23 Electric vehicle power generation system

Country Status (1)

Country Link
WO (1) WO2015099417A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120085095A1 (en) * 2010-10-06 2012-04-12 Chevron U.S.A. Inc. Utilization of process heat by-product
US20120227404A1 (en) * 2009-11-14 2012-09-13 Orcan Energy Gmbh Thermodynamic Machine and Method for the Operation Thereof
WO2012170375A1 (en) * 2011-06-09 2012-12-13 General Electric Company Fuel cell and reciprocating gas/diesel engine hybrid system
KR20130073096A (en) * 2011-12-23 2013-07-03 주식회사 네오너지 Scroll expander generating system using heat source of automobile
KR20130075492A (en) * 2011-12-27 2013-07-05 포스코에너지 주식회사 Fuel cell hybrid system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120227404A1 (en) * 2009-11-14 2012-09-13 Orcan Energy Gmbh Thermodynamic Machine and Method for the Operation Thereof
US20120085095A1 (en) * 2010-10-06 2012-04-12 Chevron U.S.A. Inc. Utilization of process heat by-product
WO2012170375A1 (en) * 2011-06-09 2012-12-13 General Electric Company Fuel cell and reciprocating gas/diesel engine hybrid system
KR20130073096A (en) * 2011-12-23 2013-07-03 주식회사 네오너지 Scroll expander generating system using heat source of automobile
KR20130075492A (en) * 2011-12-27 2013-07-05 포스코에너지 주식회사 Fuel cell hybrid system

Similar Documents

Publication Publication Date Title
KR102633867B1 (en) Heat pump system for vehicle
KR101558611B1 (en) Integrated heat management system of clean car
JP5678137B2 (en) Apparatus and method for heat dispersion in automobiles
KR101047413B1 (en) Indoor air conditioning system and method using battery charging control of electric vehicle
KR20190068357A (en) Hvac system of vehicle
JP2011116331A (en) Air conditioner of electric vehicle and method for controlling the same
KR20110133415A (en) Thermal management system with dual mode coolant loops
KR102536560B1 (en) Battery temperature control device for vehicle and air conditioner for vehicle therewith
JP2010284045A (en) Heat supply device
JP2011098710A (en) Air conditioner of electric automobile and control method thereof
KR20170013700A (en) device for cooling and heating of battery for a vehicle
WO2019132494A1 (en) Heat management system
KR20120133872A (en) Battery cooling system for vehicle
KR20120066340A (en) Battery pack cooling system with preheating fuction
WO2019208939A1 (en) Thermal management system
JP2003175720A (en) On-vehicle air-conditioning system
CN211737227U (en) Exhaust waste heat recovery system
KR20230062524A (en) Battery heating device for vehicle and air conditioner for vehicle therewith
KR101855776B1 (en) Heatpump system for vehicle and method controlling of the same
JP2011156982A (en) Heater system for air-conditioning vehicle
WO2015099417A1 (en) Electric vehicle power generation system
WO2015050372A1 (en) System for generating electricity using compound heat sources
CN211592161U (en) Whole car thermal management system of integrated indirect heat pump for electric automobile
WO2018186624A1 (en) Method for controlling water-heating type ptc heater of thermal management system for vehicle
CN104514586A (en) Rankine cycle system, heat recovering system and control method thereof

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14875736

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

32PN Ep: public notification in the ep bulletin as address of the adressee cannot be established

Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC

122 Ep: pct application non-entry in european phase

Ref document number: 14875736

Country of ref document: EP

Kind code of ref document: A1