KR102644746B1 - Cooling and heating system for vehicle - Google Patents

Abstract

The present invention relates to a vehicle cooling and heating system in which a compressor, an indoor condenser, an outdoor condenser, and an evaporator are connected to a refrigerant circulation line in which a refrigerant circulates, through a first bypass line and a third bypass line to the refrigerant circulation line. A waste heat chiller connected to the compressor, a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line, an electric radiator placed adjacent to the outdoor condenser, and a first coolant that circulates coolant by connecting the electric parts and the waste heat chiller. A second coolant line, which is arranged to be spaced apart from the first coolant line and connects the battery chiller and the battery of the vehicle to circulate coolant, connects the first coolant line and the second coolant line, and connects the first coolant line and the second coolant line. It includes a coolant control means that regulates the flow of coolant circulating in the line, and allows the refrigerant passing through the indoor condenser to circulate to the evaporator and compressor through the first bypass line when the vehicle is started off, and in the heating mode, the refrigerant is circulated to the outdoor condenser and the compressor. A cooling and heating system for vehicles is provided that recovers the refrigerant accumulated in the outdoor condenser by moving the refrigerant to the condenser, the first bypass line, and the third bypass line, respectively, and circulates it to the waste heat chiller to recover the waste heat of the electrical parts.

Description

Cooling and heating system for vehicle}

The present invention relates to a cooling and heating system for a vehicle that can cool or heat the interior of a vehicle.

An air conditioning system for a vehicle typically includes a cooling system for cooling the interior of the vehicle and a heating system for heating the interior of the vehicle. The cooling system is configured to cool the vehicle interior by exchanging heat with the air passing through the outside of the evaporator and the refrigerant flowing inside the evaporator and converting it to cold. It is configured to heat the vehicle interior by exchanging heat with the coolant flowing inside the heater core and converting it into warmth.

Meanwhile, unlike the vehicle air conditioning system described above, a heat pump system is being applied that can selectively perform cooling and heating by changing the flow direction of the refrigerant using one refrigerant cycle. For example, two heat exchangers and , Equipped with a direction control valve that can change the flow direction of the refrigerant. Therefore, cooling and heating are possible depending on the flow direction of the refrigerant by the direction control valve.

Various types of vehicle heat pump systems have been proposed, a representative example of which is shown in FIG. 1.

The vehicle heat pump system shown in FIG. 1 includes a compressor 30 that compresses and discharges refrigerant, and an indoor heat exchanger 32 that dissipates heat from the refrigerant discharged from the compressor 30, and is installed in a parallel structure to A first expansion valve 34 and a first bypass valve 36 that selectively allow the refrigerant passing through the heat exchanger 32 to pass, and the first expansion valve 34 or the first bypass valve 36 An outdoor heat exchanger (48) that heat-exchanges the refrigerant that has passed through the outdoor heat exchanger, an evaporator (60) that evaporates the refrigerant that has passed through the outdoor heat exchanger (48), and a gaseous and liquid phase of the refrigerant that has passed through the evaporator (60). An accumulator 62 that separates the refrigerant, an internal heat exchanger 50 that exchanges heat between the refrigerant supplied to the evaporator 60 and the refrigerant returning to the compressor 30, and the refrigerant supplied to the evaporator 60 are selectively selected. a second expansion valve 56 that expands, and is installed in parallel with the second expansion valve 56 to selectively connect the outlet side of the outdoor heat exchanger 48 and the inlet side of the accumulator 62. It includes a second bypass valve (58). In FIG. 1, reference numeral 10 denotes an air conditioning case in which the indoor heat exchanger 32 and the evaporator 60 are built, reference numeral 12 denotes a temperature control door that controls the mixing amount of cold and warm air, and reference numeral 20 denotes an inlet of the air conditioning case. Indicates each blower installed in .

According to the conventional vehicle heat pump system configured as described above, when the heating mode is operated, the first bypass valve 36 and the second expansion valve 56 are closed, and the first expansion valve 34 and the second bypass valve 56 are closed. Pass valve 58 is opened. Additionally, the temperature control door 12 operates as shown in FIG. 1. Therefore, the refrigerant discharged from the compressor 30 is the indoor heat exchanger 32, the first expansion valve 34, the outdoor heat exchanger 48, the high pressure part 52 of the internal heat exchanger 50, and the second bypass valve ( 58), the accumulator 62, and the low pressure part 54 of the internal heat exchanger 50 in that order and then return to the compressor 30. That is, the indoor heat exchanger 32 functions as a heater, and the outdoor heat exchanger 48 functions as an evaporator.

When the cooling mode is activated, the first bypass valve 36 and the second expansion valve 56 are opened, and the first expansion valve 34 and the second bypass valve 58 are closed. Additionally, the temperature control door 12 closes the passage of the indoor heat exchanger 32. Therefore, the refrigerant discharged from the compressor 30 is the indoor heat exchanger 32, the first bypass valve 36, the outdoor heat exchanger 48, the high pressure part 52 of the internal heat exchanger 50, and the second expansion valve 56. ), the evaporator 60, the accumulator 62, and the low pressure part 54 of the internal heat exchanger 50 in that order and then return to the compressor 30. At this time, the indoor heat exchanger 32 closed by the temperature control door 12 functions as a heater in the same way as in the heating mode.

However, in the vehicle heat pump system, in the heating mode, the indoor heat exchanger 32 installed inside the air conditioning case 10 functions as a heater, that is, performs heating by dissipating heat, and the outdoor heat exchanger 48 operates in the air conditioning case 10. It is installed outside of (10), that is, on the front side of the engine room of the vehicle, and functions as an evaporator that exchanges heat with the outside air, that is, absorbs heat.

At this time, when the outside temperature falls below freezing or when damage occurs in the outdoor heat exchanger (48), the outdoor heat exchanger (48) hardly absorbs heat, so the temperature and pressure of the refrigerant in the system are lowered, causing the air discharged into the vehicle interior. There is a problem that heating performance deteriorates as the temperature drops.

In order to solve the above problem, Domestic Patent Registration No. 10-1342931 performs a defrost mode when the outdoor heat exchanger is installed, allowing the refrigerant to bypass the outdoor heat exchanger and recover waste heat from vehicle electrical components through a heat supply means. , It is possible to continue heating not only when the outdoor heat exchanger is installed, but also when the outside temperature is below zero.

However, in the conventional heat pump system, the refrigerant bypasses the outdoor heat exchanger depending on the design of the outdoor heat exchanger or the outdoor temperature conditions and uses only the waste heat of vehicle electrical components as a heat source. At this time, the refrigerant accumulates in the outdoor heat exchanger. There was a problem that heat exchange performance deteriorated due to a lack of refrigerant and heating performance deteriorated due to insufficient waste heat recovery from the electrical equipment. In addition, there is a problem that refrigerant accumulates as it moves to the outdoor heat exchanger when the vehicle is started off.

In addition, the conventional heat pump system only performs a cooling and heating mode and does not have a heat exchange function for the vehicle battery, so there is a problem that a separate device must be installed to cool the battery.

The present invention provides a vehicle cooling and heating system that can improve heating performance by using the waste heat of electrical parts and the refrigerant accumulated in the outdoor heat exchanger and the waste heat of the battery, and prevents refrigerant from accumulating in the outdoor heat exchanger when the vehicle is ignited. The purpose is to provide.

The present invention relates to a vehicle cooling and heating system in which a compressor, an indoor condenser, an outdoor condenser, and an evaporator are connected to a refrigerant circulation line through which a refrigerant circulates, and a first bypass line and a third bypass line are provided in the refrigerant circulation line. a waste heat chiller connected to the compressor through a waste heat chiller, a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line, an electric radiator disposed adjacent to the outdoor condenser, and an electrical part connected to the waste heat chiller to produce coolant A first coolant line that circulates, a second coolant line that is spaced apart from the first coolant line and connects the battery chiller and the battery of the vehicle to circulate coolant, the first coolant line and the second coolant line. It includes a coolant control means for controlling the flow of coolant circulating in the first coolant line and the second coolant line, and when the vehicle is started, the refrigerant passing through the indoor condenser passes through the first bypass line to the evaporator. And the refrigerant is circulated to the compressor, and in the heating mode, the refrigerant is moved to the outdoor condenser, the first bypass line, and the third bypass line, respectively, and the refrigerant accumulated in the outdoor condenser is recovered and circulated to the waste heat chiller. We provide a cooling and heating system for vehicles that recovers waste heat from electrical components.

The cooling and heating system for a vehicle according to the present invention includes a first coolant line connecting an electric radiator and a waste heat chiller, a second coolant line disposed to be spaced apart from the first coolant line and connecting a battery chiller and a battery, and a first coolant line, 2The coolant line is connected to the coolant control means, and a refrigerant direction change valve is installed at the branch point of the refrigerant circulation line and the first bypass line, so that in heating mode, waste heat from the waste heat chiller, refrigerant accumulated in the outdoor condenser, and waste heat from the battery are collected. Heating performance can be improved, and the supply of refrigerant to the outdoor condenser is blocked when the vehicle is turned off, preventing refrigerant from accumulating in the outdoor condenser when the outside temperature is low.

1 is a configuration diagram showing a conventional vehicle heat pump system.
Figure 2 is a configuration diagram showing a cooling and heating system for a vehicle according to an embodiment of the present invention.
Figure 3 is a diagram showing a state in which refrigerant circulates in the cooling mode of the vehicle cooling and heating system according to the present invention.
Figure 4 is a diagram showing a state in which refrigerant circulates in the battery cooling mode in the cooling mode of the vehicle cooling and heating system according to the present invention.
Figure 5 is a diagram showing a state in which refrigerant circulates in the heating mode of the vehicle cooling and heating system according to the present invention.
Figure 6 is a diagram showing a state in which refrigerant circulates in a dehumidifying mode in a heating mode of the vehicle cooling and heating system according to the present invention.
Figure 7 is a diagram showing a state in which refrigerant circulates in the battery cooling mode from the heating mode of the vehicle cooling and heating system according to the present invention.
Figure 8 is a diagram showing a state in which refrigerant circulates in a vehicle ignition-off state in the vehicle cooling and heating system according to the present invention.

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the attached drawings. Prior to this, the terms or words used in this specification and claims should not be construed as limited to their usual or dictionary meanings, and the inventor should appropriately define the concept of terms in order to explain his or her invention in the best way. It must be interpreted as meaning and concept consistent with the technical idea of the present invention based on the principle of definability.

2 to 8, the vehicle cooling and heating system according to an embodiment of the present invention includes a compressor 110, an indoor condenser 120, an outdoor condenser 130, an evaporator 140, and a waste heat chiller. (150), a battery chiller 160, a first coolant line (W1), a second coolant line (W2), a coolant control means (170), and a first solenoid valve (181). It may further include an expansion valve 180, an internal heat exchanger 190, a PTC heater 200, an accumulator 210, and a refrigerant direction change valve 220.

Referring to Figure 2, the vehicle cooling and heating system (1) according to the present invention includes a compressor (110), an indoor condenser (120), an outdoor condenser (130), and an evaporator ( 140) is connected, and is preferably applied to electric vehicles or hybrid vehicles.

On the refrigerant circulation line (R), there is a first bypass line (R1) and a third bypass line (R3) that bypass the outdoor condenser 130 and the evaporator 140, and a bypass line (R3) that bypasses the evaporator 140. It is provided with a second bypass line (R2) that passes, a waste heat chiller (150) is installed in the third bypass line (R3), and a battery chiller (160) is installed in the second bypass line (R2). Here, the first bypass line (R1) branches off from the refrigerant circulation line (R) between the indoor condenser 120 and the outdoor condenser 130, and the third bypass line (R3) branches off from the outdoor condenser 120. It branches off from the refrigerant circulation line (R) between the condenser 130 and the evaporator 140.

The compressor 110 installed on the refrigerant circulation line (R) receives power from an engine or a motor and operates while sucking in and compressing the refrigerant and then discharging it in a high-temperature, high-pressure gaseous state.

The compressor 110, in the cooling mode, sucks and compresses the refrigerant discharged from the evaporator 140 and supplies it to the indoor condenser 120, and in the heating mode, the first bypass line (R1) and the first bypass line (R1) The refrigerant that has passed through the waste heat chiller (150) is sucked in, compressed, and supplied to the indoor condenser (120) through the 3-bypass line (R3).

In addition, when the compressor 110 is in the dehumidifying mode in the heating mode, the refrigerant discharged from the waste heat chiller 150 on the third bypass line (R3) circulates through the refrigerant circulation line (R) and then operates in the evaporator 140. ) is sucked in, compressed, and supplied to the indoor condenser (120).

The indoor condenser 120 is installed inside the air conditioning case (C) and is connected to the refrigerant circulation line (R) on the outlet side of the compressor 110, so that the air flowing inside the air conditioning case (C) and the compressor The refrigerant discharged from (110) is subjected to heat exchange.

An evaporator 140 is installed inside the air conditioning case (C), and the evaporator 140 is connected to the refrigerant circulation line (R) on the inlet side of the compressor 110 to generate air flowing within the air conditioning case (C). and the refrigerant flowing into the compressor 110 undergoes heat exchange.

The indoor condenser 120 functions as a condenser in the heating mode, and the evaporator 140 functions as an evaporator in the cooling mode. In the heating mode, the operation is stopped because the refrigerant is not supplied, and in the dehumidifying mode, the indoor condenser 120 functions as an evaporator. Some refrigerant is supplied to it to function as an evaporator.

The indoor condenser 120 and the evaporator 140 are installed at a certain distance from each other inside the air conditioning case (C), and the evaporator 140 and the evaporator 140 are connected from the upstream side of the air flow direction in the air conditioning case (C). Indoor condensers 120 are installed sequentially.

A temperature control door (D) is installed inside the air conditioning case (C), and the temperature control door (D) is installed between the evaporator 140 and the indoor condenser 120 to control the indoor condenser 120. It controls the amount of bypassing air and the amount of passing air.

The temperature control door (D) controls the temperature of the air discharged from the air conditioning case (C) by controlling the amount of air bypassing the indoor condenser 120 and the amount of air passing through the indoor condenser 120. do.

Referring to FIG. 3, in the cooling mode, when the front passage of the indoor condenser 120 is completely closed through the temperature control door (D), cold air passing through the evaporator 140 flows into the indoor condenser 120. ) is bypassed and supplied to the interior of the vehicle to achieve maximum cooling.

Referring to FIG. 5, in the heating mode, when the passage bypassing the indoor condenser 120 is completely closed through the temperature control door (D), all air flows into the indoor condenser 120, which serves as a condenser. As it passes, it is converted into warm air, and this warm air is supplied to the interior of the vehicle, thereby achieving maximum heating.

A waste heat chiller 150 is installed on the third bypass line (R3), a battery chiller 160 is installed on the second bypass line (R2), and the waste heat chiller 150 is installed in the third bypass line (R2). Heat is exchanged between the refrigerant flowing in the line R3 and the coolant circulating in the first coolant line W1, which will be described later, and the battery chiller 160 is connected to the refrigerant flowing in the second bypass line R2, which will be described later. The coolant circulating in the second coolant line (W2) undergoes heat exchange.

In the cooling mode shown in FIG. 3, the refrigerant does not flow through the first bypass line (R1) and the second bypass line (R2), but in the battery cooling mode in the cooling mode shown in FIG. 4, the second bypass line (R1) and the second bypass line (R2) do not flow. Refrigerant flows through the bypass line (R2), and at this time, the battery chiller 160 cools the coolant by heat exchanging the refrigerant in the second bypass line (R2) and the coolant in the second coolant line (W2) to cool the battery (B). ) can be cooled, making heat management of the battery (B) possible.

Referring to FIG. 5, in the heating mode, the refrigerant flows through the first bypass line (R1), and at this time, the waste heat chiller 150 uses the refrigerant in the third bypass line (R3) and the first coolant line (W1). ) and the coolant circulating in the second coolant line (W2) are heat exchanged, so that not only the waste heat of the electrical parts but also the waste heat of the battery (B) can be used, thereby improving heating performance.

In this way, even in the mode in which the refrigerant bypasses the outdoor condenser 130 according to the conditions of the outdoor condenser 130 or the outdoor temperature, the waste heat of the electric unit and the waste heat of the battery (B) can be used, thereby reducing the indoor discharge temperature due to lack of heat source. changes can be minimized.

The electric radiator 132, the electric parts, and the waste heat chiller 150 are connected by a first coolant line (W1), and the battery chiller 160 and the vehicle battery (B) are connected by a second coolant line (W2). The first coolant line (W1) and the second coolant line (W2) are connected by a coolant control means (170).

A reservoir tank (RT) for storing coolant is installed in the first coolant line (W1), a second pump (P2) for circulating coolant is installed in the second coolant line (W2), and the coolant control means ( A first pump (P1) that circulates coolant is installed in the connection line (172) of 170), and a bypass line (173) connected to the second coolant line (W2) is provided in the reservoir tank (RT). It is desirable. The first coolant line (W1) and the second coolant line (W2) are connected by the bypass line 173, and the coolant overflowing from the first coolant line (W1) centered on the reservoir tank (RT) It flows into the second coolant line (W2), and the coolant overflowing from the second coolant line (W2) flows into the first coolant line (W1).

A full-length radiator 132, a waste heat chiller 150, and a reservoir tank (RT) are sequentially connected to the first coolant line (W1) in the coolant flow direction, and a second pump is connected to the second coolant line (W2). (P2), battery (B), and battery chiller 160 are sequentially connected in the coolant flow direction, and a heating means (H) for heating the coolant circulating to the battery (B) is provided in the second coolant line (W2). It is desirable to have this installed.

As the heating means (H) is installed in the second coolant line (W2), in conditions where the temperature of the battery (B) needs to be increased, such as when the outside temperature is low, the temperature of the battery (B) is lowered to below zero. By heating the coolant circulating in the battery (B) and maintaining the temperature of the battery (B) optimally, the efficiency of the battery (B) is improved. It is preferable to use an electric heater as the heating means (H), and the heating means (H) is preferably installed in the second coolant line (W2) at the inlet side of the battery (B). The electrical unit includes a motor, a charger, an inverter, and an EPCU (Electric Power Control Unit), and the electrical unit may be provided on a connection line 172, which will be described later.

The coolant control means 170 controls the flow of coolant circulating in the first coolant line (W1) and the second coolant line (W2), and the coolant control means 170 includes a connection line 172 and a control Includes valve 174. As the first coolant line (W1) and the second coolant line (W2) are connected, the coolant recovers waste heat from the battery (B) through the battery chiller (160) in the cooling mode and heating mode, thereby recovering the waste heat from the battery (B). By cooling (B), heat management of the battery (B) is possible. In addition, it is preferable that the connection line 172 is provided with a first pump (P1) that circulates coolant. The first pump (P1) is not limited to being provided in the connection line 172, and the first pump (P1) may be provided in the first coolant line (W1).

The coolant control means 170 connects the first coolant line (W1) and the second coolant line (W2) in parallel. The connection line 172 of the coolant control means 170 connects the outdoor condenser 130, the waste heat chiller 150, and the battery chiller 160 in parallel, and the control valve 174 is connected to the first coolant 170. It is installed in the line (W1) and the second coolant line (W2) to control the flow of coolant.

The connection line 172 is a line connecting the first coolant line (W1) connected to the reservoir tank (RT) and the second coolant line (W2) connected to the inlet side of the battery (B), and the overall length It consists of a line connecting the first coolant line (W1) connected to the inlet side of the radiator 132 and the second coolant line (W2) connected to the outlet side of the battery chiller 160, and the first coolant line ( W1) and the second coolant line (W2) are connected in parallel.

The control valve 174 includes a first direction switching valve 174a installed at the branch point of the first coolant line W1 and the connection line 172 on the outlet side of the waste heat chiller 150, and the battery chiller ( A second direction switching valve (174b) installed at a branch point of the connection line (172) connected to the second coolant line (W2) on the inlet side of 160), and the battery chiller (174b) connected to the connection line (172). 160) and includes a third direction switching valve (174c) installed at a branch point of the second coolant line (W2) on the outlet side, the first direction switching valve (174a), the second direction switching valve (174b), And the third direction switching valve 174c is preferably made of a three-way valve.

A first electromagnetic valve (EEV1) is provided on the third bypass line (R3) connecting the refrigerant circulation line (R) and the waste heat chiller (150) to control the flow rate of the refrigerant supplied to the waste heat chiller (150). , A second electromagnetic valve (EEV2) for controlling the flow rate of refrigerant supplied to the battery chiller (160) is provided on the second bypass line (R2) connecting the refrigerant circulation line (R) and the battery chiller (160). do.

3 and 4, the first electronic valve (EEV1) closes the third bypass line (R3) in the cooling mode and in the battery cooling mode in the cooling mode, and the second electronic valve (EEV2) closes the second bypass line (R2) in the cooling mode, and the second electronic valve (EEV2) opens the second bypass line (R2) in the battery cooling mode while in the cooling mode.

Referring to FIG. 2, an expansion valve 180 is installed on the refrigerant circulation line (R), and the expansion valve 180 is installed in front of the evaporator 140 to adjust the temperature of the refrigerant at the outlet of the evaporator 140. It is a temperature-sensitive valve that expands the refrigerant according to the temperature, and the expansion valve 180 preferably includes a first solenoid valve 181 that opens and closes the refrigerant circulation line (R) connected to the evaporator 140. .

An internal heat exchanger 190 is installed on the refrigerant circulation line (R), and the internal heat exchanger 190 passes through the outdoor condenser 130 and supplies the refrigerant to the evaporator and passes through the evaporator 140 to the compressor. It serves to exchange heat between the refrigerants supplied to (110).

A PTC heater 200 is provided inside the air conditioning case (C), and the PTC heater 200 is disposed adjacent to and connected to the indoor condenser 120 to supply insufficient heat source to the indoor condenser 120. The PTC heater 200 can be installed or removed as needed.

An accumulator 210 is installed adjacent to the compressor 110, and the accumulator 210 separates the liquid refrigerant and the gaseous refrigerant from the refrigerant supplied to the compressor 110 and then supplies only the gaseous refrigerant to the compressor 110. will be supplied.

It is connected to the outdoor condenser 130 at a branch point of the refrigerant circulation line (R) and the first bypass line (R1) at the front end of the inlet side of the outdoor condenser 130, so that the refrigerant is supplied to the outdoor condenser 130 and the outdoor condenser 130. A refrigerant direction change valve 220 is installed to selectively supply refrigerant to the first bypass line (R1). Here, the refrigerant direction switching valve 220 is preferably made of a three-way valve.

As shown in FIGS. 4, 6, and 7, the first solenoid valve 181, the refrigerant direction change valve 220, the first direction change valve 174a, and the second direction change valve 174b. And the flow of refrigerant to the refrigerant circulation line (R), the first bypass line (R1), and the second bypass line (R2) through control of the third direction switching valve (174c) and the first coolant line. The coolant flow between (W1) and the second coolant line (W2) is adjusted in various ways.

Figure 4 shows the battery cooling mode in the cooling mode state, and the coolant cooled in the battlefield radiator 132 circulates to the second coolant line (W2) through the connection line 172 to cool the battery (B), The coolant cooled in the battery chiller 160 is also controlled by the coolant control means 170 to circulate to the battery B through the second coolant line W2 to cool the battery B.

That is, the coolant cooled in the full-length radiator 132 of the first coolant line (W1) and the coolant cooled in the battery chiller 160 of the second coolant line (W2) are circulated to the battery (B) to cool the battery (B). ) is cooled, and at this time, the refrigerant and cooling water do not circulate toward the waste heat chiller 150, but the refrigerant circulates toward the battery chiller 160.

Figure 6 shows the dehumidifying mode in the heating mode, and looking at the flow of coolant, the coolant heated in the waste heat chiller 150 of the first coolant line (W1) is circulated to the battery (B) of the second coolant line (W2). It is desirable to control the coolant control means 170, control the coolant not to circulate in the battery chiller 160, and control the coolant not to circulate in the full-length radiator 132.

Figure 7 shows the battery cooling mode in the heating mode, and the coolant heated in the electrical part of the first coolant line (W1) and the coolant heated in the battery (B) of the second coolant line (W2) are connected to the second coolant line. The coolant control means 170 is controlled to circulate to the battery (B) of (W2), the refrigerant is controlled to circulate to the battery chiller 160, and the coolant is controlled not to circulate to the electric radiator 132. desirable.

8 shows the vehicle in an ignition-off state, and looking at the flow of coolant, the refrigerant direction change valve 220 moves the refrigerant to the first bypass line (R1), and the first solenoid valve 181 is open. The first electromagnetic valve (EEV1) installed in the third bypass line (R3) and the second electromagnetic valve (EEV2) installed in the second bypass line (R2) are controlled to be closed, and the waste heat chiller (150) It is desirable to control the refrigerant not to circulate to the outdoor condenser 130 and to control it to circulate to the evaporator 140. In this way, when the vehicle is started off, the refrigerant direction switching valve 220 prevents the movement and supply of refrigerant to the outdoor condenser 130, thereby blocking the accumulation of refrigerant in the outdoor condenser 130, thereby preventing heat exchange due to lack of refrigerant. This helps prevent a decrease in efficiency.

The operation of the vehicle cooling and heating system according to an embodiment of the present invention will be described with reference to FIGS. 3 to 8 as follows.

Figure 3 shows the cooling mode, and the flow of refrigerant flows through the compressor 110 and the indoor condenser 120 with the first solenoid valve 181 opened, and then flows through the refrigerant direction change valve 220. It circulates through the outdoor condenser 130 and the evaporator 140 to the compressor 110 to cool the interior of the vehicle. Looking at the flow of coolant in the cooling mode, the coolant control means 170 controls the coolant cooled in the electric radiator 132 of the first coolant line (W1) to circulate to the reservoir (RT) and the electric parts.

Figure 4 shows the battery cooling mode in the cooling mode, and the flow of refrigerant moves from the compressor 110 to the indoor condenser 120 with the first solenoid valve 181 opened, and then moves to the refrigerant direction change valve. Some of the refrigerant passes through the outdoor condenser 130 through (220) and circulates to the battery chiller 160 and the compressor 110 through the second bypass line (R2), and another part of the refrigerant circulates through the evaporator 140. As it circulates through the compressor 110, it cools the interior of the car. Looking at the flow of coolant in the battery cooling mode in the cooling mode, the coolant cooled in the battlefield radiator 132 circulates through the connection line 172 to the second coolant line (W2) to cool the battery (B). , the coolant cooled in the battery chiller 160 is also controlled by the coolant control means 170 to circulate to the battery B in the second coolant line W2 to cool the battery B.

Figure 5 shows the heating mode. In the heating mode, the refrigerant flows through the compressor 110 and the indoor condenser 120 with the first solenoid valve 181 closed, and then flows through the refrigerant direction change valve 220. ), the waste heat circulates to the chiller 150 and the compressor 110 through the first bypass line (R1) and the third bypass line (R3), and to the outdoor condenser (130) through the refrigerant direction change valve 220. ), which is temporarily supplied only for a time set to ), heats the interior of the vehicle while circulating the refrigerant accumulated in the outdoor condenser 130 to the compressor 110. In this way, in the heating mode, the refrigerant direction switching valve 220 blocks the supply of refrigerant to the outdoor condenser 130 after a set time, and blocks the supply of refrigerant to the outdoor condenser 130 through the first bypass line (R1) and the third bypass line (R3). By supplying and moving refrigerant only to the waste heat chiller (150), it is possible to maintain stable heating efficiency by preventing refrigerant shortage due to refrigerant accumulation in the outdoor condenser (130). Looking at the flow of coolant in the heating mode, the coolant heated in the waste heat chiller 150 of the first coolant line (W1) circulates to the battery chiller 160 of the second coolant line (W2), and the coolant heated in the waste heat chiller 150 of the first coolant line (W1) circulates to the battery chiller 160 of the second coolant line (W2). ) The coolant control means 170 controls the coolant heated in the battery B to circulate to the battery chiller 160.

Figure 6 shows the dehumidifying mode in the heating mode, and looking at the flow of the refrigerant, the first solenoid valve 181 is opened and the refrigerant passes through the indoor condenser 120 from the compressor 110, and then the refrigerant direction change valve ( 220), some of the refrigerant circulates through the first bypass line (R1) and the third bypass line (R3) to the waste heat chiller 150 and the compressor 110, and some of the refrigerant circulates through the evaporator 140. After passing through, it is circulated to the compressor 110 and heats the interior of the car. In addition, the refrigerant that is temporarily supplied to the outdoor condenser (130) through the refrigerant direction switching valve (220) for a set time causes the refrigerant accumulated in the outdoor condenser (130) to circulate in the compressor (110) and move to the compressor (110). Heating is performed. When looking at the flow of coolant in the dehumidifying mode in the heating mode, the coolant control means ( 170), it is desirable to control the refrigerant not to circulate in the battery chiller 160, and to control the coolant not to circulate in the electric radiator 132.

Figure 7 shows the battery cooling mode in the heating mode, and looking at the flow of the refrigerant, the first solenoid valve 181 is closed and the refrigerant passes through the indoor condenser 120 from the compressor 110, as described above. In the refrigerant direction switching valve 220, some of the refrigerant circulates to the waste heat chiller 150 and the compressor 110 through the first bypass line (R1) and the third bypass line (R3), and some of the refrigerant After passing through the battery chiller 160 through the second bypass line (R2), it is circulated to the compressor 110 to heat the vehicle interior. In addition, the refrigerant that is temporarily supplied to the outdoor condenser (130) through the refrigerant direction switching valve (220) for a set time causes the refrigerant accumulated in the outdoor condenser (130) to circulate in the compressor (110) and move to the compressor (110). Heating is performed. When looking at the flow of coolant in the battery cooling mode in the heating mode, the coolant heated in the waste heat chiller 150 of the first coolant line (W1) is controlled to circulate to the battery chiller (160) of the second coolant line (W2). , the coolant control means 170 is controlled to circulate the coolant heated in the battery B of the second coolant line W2 to the battery chiller 160, and the coolant is controlled not to circulate to the battlefield radiator 132. desirable.

8 shows the vehicle in an ignition-off state, and looking at the flow of refrigerant, after moving from the compressor 110 to the indoor condenser 120, all refrigerant flows through the refrigerant direction change valve 220 to the first bypass line (R1). At this time, it is desirable to prevent the refrigerant from accumulating in the outdoor condenser 130 while moving to the evaporator 140 and compressor 110 without passing through the waste heat chiller 150 and the battery chiller 160. .

In this way, the vehicle cooling and heating system of one embodiment includes a first coolant line (W1) connecting the battlefield radiator 132 and the waste heat chiller 150, and a battery chiller 160 that is arranged to be spaced apart from the first coolant line (W1). A second coolant line (W2) connecting the battery (B) is installed, a refrigerant direction change valve (220) is installed at the branch point of the refrigerant circulation line (R) and the first bypass line (R1), and the second coolant line (W2) is installed. By connecting the 1st and 2nd coolant lines (W1, W2) to the coolant control means (170) through the battery chiller (160), in the heating mode, the waste heat of the electrical parts, the refrigerant accumulated in the outdoor condenser (130), and the battery (B) are cooled. Heating performance can be improved by using waste heat, and heat management of the battery is possible by cooling the battery (B) in cooling mode. In addition, in the vehicle ignition-off state, the refrigerant supply to the outdoor condenser 130 is blocked through the refrigerant direction change valve 220, and the evaporator 140 is supplied through the first bypass line (R1) without going through the waste heat chiller 150. This prevents refrigerant from accumulating in the outdoor condenser 130 when the outside temperature is low, thereby preventing a decrease in cooling and heating efficiency due to a lack of refrigerant when operating the vehicle cooling and heating system with the vehicle started. let it be

In addition, the electric radiator 132 can cool not only the electric parts but also the battery (B), thereby reducing costs by eliminating the need to install a separate electric radiator for battery cooling. The electric radiator 132 and the battery chiller ( 160) and the heating means (H) can be used to not only cool the battery (B) but also heat it, thereby maintaining the temperature of the battery (B) optimally and improving the efficiency of the battery.

The present invention has been described with reference to the embodiments shown in the drawings, but these are merely illustrative, and those skilled in the art will understand that various modifications and equivalent other embodiments are possible therefrom. Therefore, the true scope of technical protection of the present invention should be determined by the technical spirit of the attached claims.

1: Vehicle cooling and heating system 110: Compressor
120: indoor condenser 130: outdoor condenser
132: full-length radiator 140: evaporator
150: Waste heat chiller 160: Battery chiller
170: Coolant control means 172: Connection line
173: bypass line 174: control valve
180: expansion valve 181: first solenoid valve
190: Internal heat exchanger 200: PTC heater
210: Accumulator 220: Refrigerant direction change valve
W1: 1st coolant line W2: 2nd coolant line
R: Refrigerant circulation line R1: 1st bypass line
R2: 2nd bypass line R3: 3rd bypass line
B: Battery H: Heating means

Claims (13)

In a vehicle cooling and heating system in which a compressor, an indoor condenser, an outdoor condenser, and an evaporator are connected to a refrigerant circulation line in which a refrigerant circulates,
a waste heat chiller connected to the compressor through a first bypass line and a third bypass line in the refrigerant circulation line;
a battery chiller connected to the compressor through a second bypass line in the refrigerant circulation line;
a first coolant line that connects the electric radiator and electric parts disposed adjacent to the outdoor condenser and the waste heat chiller to circulate coolant;
a second coolant line disposed to be spaced apart from the first coolant line and connecting the battery chiller and the battery of the vehicle to circulate coolant;
It includes a coolant control means connecting the first coolant line and the second coolant line and controlling the flow of coolant circulating in the first coolant line and the second coolant line,
When the vehicle is started off, the refrigerant that has passed through the indoor condenser is circulated to the evaporator and the compressor through the first bypass line, and in the heating mode, the outdoor condenser, the first bypass line, and the third bypass line Each refrigerant is moved to recover the refrigerant accumulated in the outdoor condenser and circulated to the waste heat chiller to recover waste heat from the electrical equipment,
The first bypass line branches off from the refrigerant circulation line between the indoor condenser and the outdoor condenser to bypass the outdoor condenser, and the second bypass line bypasses the evaporator and is connected to the battery chiller. It is branched from the refrigerant circulation line between the outdoor condenser and the evaporator, and the third bypass line is connected to the waste heat chiller while bypassing the evaporator and the battery chiller. It branches out,
A refrigerant direction switching valve is connected to a branch point of the refrigerant circulation line and the first bypass line, and a first solenoid valve is connected to a front end of the evaporator on the refrigerant circulation line,
When the vehicle is started off, in the heating mode, in the dehumidifying mode in the heating mode, and in the battery cooling mode in the heating mode, the refrigerant direction change valve is used to prevent the refrigerant from circulating to the outdoor condenser. Move to 1 bypass line,
In the heating mode, in the dehumidifying mode in the heating mode, and in the battery cooling mode in the heating mode, the refrigerant passes through the waste heat chiller through the third bypass line to recover the waste heat of the electrical parts,
When the battery cooling mode is in the heating mode, the first solenoid valve is closed and some refrigerant passes through the battery chiller through the second bypass line to recover waste heat from the battery,
In the heating mode, a portion of the refrigerant is temporarily supplied to the outdoor condenser through the refrigerant direction switching valve only for a set time to circulate and move the refrigerant accumulated in the outdoor condenser to the compressor,
The second coolant line is connected to the second coolant line at the inlet of the battery, and includes a heating means for supplying the coolant of the second coolant line to the battery in a heated state. In claim 1,
The coolant control means is,
A connection line connecting the first coolant line and the second coolant line in parallel,
A cooling and heating system for a vehicle including a control valve installed in the first coolant line that circulates coolant to the waste heat chiller and the second coolant line that circulates coolant to the battery chiller to regulate the flow of coolant. In claim 2,
The control valve is,
A first direction switching valve installed at a branch point of the first coolant line at the inlet side of the waste heat chiller and the connection line,
A second direction switching valve installed at a branch point of the connection line connected to the second coolant line at the inlet side of the battery chiller,
A cooling and heating system for a vehicle including a third-way switching valve installed at a branch point of the second coolant line on the outlet side of the battery chiller connected to the connection line. In claim 2,
A vehicle cooling and heating system in which a reservoir tank for storing coolant is installed in the first coolant line, a first pump for circulating coolant is installed in the connection line, and a second pump for circulating coolant is installed in the second coolant line. . In claim 4,
The reservoir tank is provided with a bypass line connected to the second coolant line, and the first coolant line and the second coolant line are connected by the bypass line, so that overflow occurs in the first coolant line centered on the reservoir tank. A cooling and heating system for a vehicle, wherein the coolant that overflows from the coolant line and the coolant that overflows from the second coolant line flows into the second coolant line and the first coolant line, respectively. delete In claim 1,
The third bypass line connected to the waste heat chiller is provided with a first electromagnetic valve for controlling the flow rate of refrigerant supplied to the waste heat chiller,
A cooling and heating system for a vehicle, wherein the second bypass line connected to the battery chiller is provided with a second electromagnetic valve for controlling the flow rate of refrigerant supplied to the battery chiller. In claim 1,
A temperature-sensitive expansion valve is installed at the front of the evaporator in the refrigerant circulation line to expand the refrigerant according to the temperature of the refrigerant at the outlet of the evaporator,
The expansion valve is a cooling and heating system for a vehicle including a first solenoid valve that opens and closes the refrigerant circulation line connected to the evaporator. In claim 1,
An internal heat exchanger is installed on the refrigerant circulation line to exchange heat between the refrigerant supplied to the evaporator through the outdoor condenser and the refrigerant supplied to the compressor through the evaporator. In claim 1,
A PTC heater is installed adjacent to the indoor condenser to supply insufficient heating heat source,
A cooling and heating system for a vehicle in which an accumulator is installed to separate liquid refrigerant and gaseous refrigerant from the refrigerant supplied to the compressor and supply only the gaseous refrigerant to the compressor. delete In claim 1,
When the vehicle is started off, the first solenoid valve is opened, and the first electromagnetic valve installed in the third bypass line and the second electromagnetic valve installed in the second bypass line are controlled to close. In claim 1,
In the heating mode, the first solenoid valve is closed, the first electromagnetic valve installed in the third bypass line is opened, and the second electromagnetic valve installed in the second bypass line is controlled to close.

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