Vehicle thermal management system

Abstract

The exemplary embodiment discloses a vehicle thermal management system characterized in that it comprises a compressor that compresses the refrigerant and delivers it into the refrigerant line; a condenser that condenses the refrigerant delivered by the compressor; an evaporator that, together with the condenser, is arranged inside the climate control housing and transfers heat between the refrigerant flowing through the condenser and a heat transfer medium; several heat exchangers that are arranged outside the climate control housing and transfer heat between the refrigerant flowing through the evaporator or the condenser and a heat transfer medium; and a first expansion valve that is arranged in the refrigerant line between the condenser and the evaporator, wherein the expansion of the refrigerant at the first expansion valve is controlled differently depending on the heating load.

Description

[Technical field]

[0001] The present invention relates to a vehicle thermal management system. [State of the art]

[0002] Vehicle air conditioning systems use a heat pump system that utilizes a refrigerant circuit to either cool or heat the vehicle interior. For example, an internal heat exchanger is installed inside the air conditioning unit, while an external heat exchanger is installed on the outer part of the unit. The external heat exchanger acts as an evaporator, absorbing heat from the outside air, and the internal heat exchanger acts as a condenser, releasing heat to heat the vehicle interior.

[0003] With such a heat pump system, achieving sufficient heating output during heating operation is difficult when the outside temperature is low. In such cases, the proportion of gaseous refrigerant increases, which condenses in the indoor heat exchanger and flows to the outdoor heat exchanger. This gaseous refrigerant contributes very little to heat absorption from the outside air, even when supplied to the outdoor heat exchanger. Therefore, methods for improving the performance and efficiency of heat pump systems are being sought, and corresponding investigations are being conducted. [Content of the invention][Technical problem]

[0004] The technical problem to be solved by this invention is to provide a vehicle thermal management system that can improve heating and cooling performance.

[0005] The object of the present invention is not limited to the object mentioned above, and further, unmentioned objects can be made clearly understandable to a person skilled in the art by means of the following description. [Technical solution]

[0006] The vehicle thermal management system according to an embodiment of the present invention is characterized in that it comprises a compressor that compresses the refrigerant and delivers it into the refrigerant line, a condenser that condenses the refrigerant delivered by the compressor, an evaporator that is arranged together with the condenser inside the climate control housing and transfers heat between the refrigerant flowing through the condenser and a heat transfer medium, a heat exchanger that is arranged outside the climate control housing and transfers heat between the refrigerant flowing through the evaporator or the condenser and a heat transfer medium, and a first expansion valve that is arranged in the refrigerant line between the condenser and the evaporator, wherein the expansion of the refrigerant at the first expansion valve is controlled differently depending on the heating load.

[0007] The heat exchanger can include at least one external heat exchanger in which outside air is used as the heat transfer medium, a water-cooled heat exchanger in which cooling water is used as the heat transfer medium, or a cooling unit.

[0008] The refrigerant line can include a 1st line in which the compressor, condenser, evaporator and outdoor heat exchanger are arranged, a 2nd line which is connected in parallel to the 1st line and in which the water-cooled heat exchanger is arranged, a 3rd line which connects the 1st line and the 2nd line, a 4th line which is connected in parallel to the 1st line and in which the cooling unit is arranged, and a 5th line which connects the 1st line and the 4th line.

[0009] The invention may further comprise a second expansion valve arranged in the first line.

[0010] One end of the second line can be connected to the front end of the inlet side of the external heat exchanger on the first line, and the other end can be connected to the rear end of the outlet side of the external heat exchanger.

[0011] One end of the 3rd line can be connected to the rear end of the output side of the capacitor on the 1st line, and the other end can be connected to the front end of the input side of the water-cooled heat exchanger on the 2nd line.

[0012] The invention may further comprise a 3rd expansion valve arranged in the 3rd line.

[0013] One end of the 4th line can be connected to the 1st line between the evaporator and the external heat exchanger, and the other end can be connected to the front end of the compressor's inlet side.

[0014] The invention may further include a 4th expansion valve arranged in the 4th line, wherein the 4th expansion valve may be arranged in the 4th line at the front end of the inlet side of the cooling unit.

[0015] One end of the 5th line can be connected to the 1st line between the condenser and the evaporator, and the other end can be connected to the 4th line at the rear end of the outlet side of the cooling unit.

[0016] The invention may further comprise an accumulator arranged on the first line at the front end of the input side of the compressor.

[0017] In the 1st line, 2-way valves can be arranged between the compressor and the condenser, between the evaporator and the external heat exchanger, and between the external heat exchanger and the compressor, and 2-way valves can also be arranged in the 2nd line and in the 5th line.

[0018] The heating modes are designed so that the refrigerant flowing through the condenser either flows through or bypasses the evaporator, depending on the heating load. The heating mode with flow through the evaporator can be used at relatively high heating loads, which are higher than those at which the heating mode bypassing the evaporator is used.

[0019] In the heating mode, in which the refrigerant flows through the evaporator, the degree of expansion of the refrigerant at the first expansion valve is controlled differently depending on the heating load, whereby the control can be such that the refrigerant is expanded to medium pressure at relatively high heating loads and flows through the valve in an unexpanded state at relatively low heating loads.

[0020] The invention can be designed such that, in the heating mode in which the refrigerant bypasses the evaporator, after expansion at the 3rd expansion valve in the water-cooled heat exchanger or after expansion at the 4th expansion valve in the cooling unit, the refrigerant exchanges heat with the heat transfer medium.

[0021] The dehumidification modes are designed so that the refrigerant flowing through the condenser either flows through or bypasses the evaporator, depending on the dehumidification load. The dehumidification mode bypassing the evaporator can be used at relatively high dehumidification loads, which are higher than those at which the dehumidification mode bypassing the evaporator is used.

[0022] The invention can be designed such that, in the dehumidification mode in which the refrigerant bypasses the evaporator, it flows through the 3rd expansion valve in the unexpanded state, then flows through at least one of the heat exchangers, the water-cooled heat exchanger or the outdoor heat exchanger, exchanging heat with the heat transfer medium, and subsequently expands at the 2nd expansion valve before flowing through the evaporator.

[0023] The invention can be designed such that, in the dehumidification mode in which the refrigerant flows through the evaporator, it expands at the first expansion valve, flows through the evaporator and then through at least one of the two heat exchangers, the outdoor heat exchanger or the water-cooled heat exchanger, thereby exchanging heat with the heat transfer medium.

[0024] The invention can be designed such that the refrigerant, in the dehumidification mode in which the refrigerant flows through the evaporator, expands at the 1st expansion valve, flows through the evaporator and exchanges heat with the heat transfer medium, then passes through the 2nd expansion valve and the 4th expansion valve in the unexpanded state and flows through the cooling unit and exchanges heat with the heat transfer medium. [Effect of the invention]

[0025] According to one embodiment of the present invention, a vehicle thermal management system can be provided with which the heating and cooling performance can be improved.

[0026] The effect of the present invention is not limited to the effect mentioned above, and further, unmentioned effects can be clearly explained to a person skilled in the art by reference to the description of the patent claims. [Brief description of the characters] Fig. Figure 1 is a schematic representation of the vehicle thermal management system according to an embodiment of the present invention. Fig. Figure 2 shows the operation in the first heating mode of the vehicle's thermal management system. Fig. Figure 3 shows the operation in the second heating mode of the vehicle's thermal management system. Fig. Figure 4 shows the operation in the 3rd heating mode of the vehicle's thermal management system. Fig. Figure 5 is a representation of the operation in the 4th heating mode of the vehicle's thermal management system. Fig. Figure 6 shows the operation in the first dehumidification mode of the vehicle's thermal management system. Fig. Figure 7 shows the operation in the second dehumidification mode of the vehicle's thermal management system. Fig. Figure 8 shows the operation in the 3rd dehumidification mode of the vehicle's thermal management system. [Embodiments of the invention]

[0027] The present invention can be modified in various ways and exist in different embodiments, which is why certain embodiments are illustrated and described in the figures. However, this is not intended to limit the present invention to a specific embodiment, and it is to be understood that all modifications, equivalents, and substitute solutions that correspond to the basic idea of ​​the invention and are within its technical scope are included. Terms containing ordinal numbers such as 1st, 2nd, etc., may be used to describe different components, without limiting the components. These terms serve only to distinguish one component from another. For example, the 2nd component may be designated as the 1st component without deviating from the scope of the rights of the present invention, and similarly, the 1st component may be designated as the 2nd component.The term "and / or" refers to components. It encompasses both the combination of several related, specified elements and each of these elements individually.

[0028] When it is mentioned that a particular element is "connected" or "attached" to another element, it can mean that it is directly connected to or attached to that other element, but it is also possible that there is another element in between. However, when it is mentioned that a particular element is "directly connected" to or "directly attached" to another element, this is to be understood as meaning that there is no other element in between.

[0029] When describing exemplary embodiments, the statement that an element is formed "above or below" another element includes cases in which two elements directly touch and cases in which at least one further element is arranged between the two elements (indirectly). Furthermore, when using the expression "above or below," the meaning can encompass not only the upper direction but also the lower direction with respect to a particular element.

[0030] The terms used in this application serve only to describe certain embodiments and are not intended to limit the present invention. Unless the context clearly indicates otherwise, singular expressions also include the plural. In this application, terms such as "comprise" or "have" are to be understood as denoting the presence of the features, numbers, steps, movements, elements, components, or combinations thereof specified in the description, without thereby excluding the presence or the possibility of adding one or more other features, numbers, steps, movements, elements, components, or combinations thereof.

[0031] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as they would be generally understood by a person with ordinary knowledge in the technical field of the present invention. Terms defined in commonly used dictionaries shall be interpreted as having the meaning they have in the context of the relevant technology and, unless expressly defined in this application, shall not be interpreted in an idealized or overly formal sense.

[0032] The exemplary embodiment is described in detail below with reference to the attached figures, whereby identical or corresponding components are assigned the same reference numerals, irrespective of the reference numerals in the figures, and any redundant descriptions relating thereto are omitted.

[0033] Vehicles are equipped with an air conditioning system to regulate air temperature, humidity, air purity, ventilation, etc., and with the help of the air conditioning system, a comfortable environment can be created in the vehicle interior. In this context, the air conditioning system can be referred to as HVAC (Heating / Ventilation / Air Conditioning).

[0034] If the vehicle uses a fuel cell or similar as a power source, it may have a separate battery cooling circuit to cool the battery. This applies to electric vehicles, fuel cell vehicles, and other types of vehicles.

[0035] In one embodiment of the vehicle's thermal management system, a heat pump structure is implemented in the air conditioning system. This structure utilizes the heat dissipated in the coolant circuit of the battery and electrical components (hereinafter referred to as "waste heat") to improve thermal management efficiency. The electrical components may include motors, inverters, lidar, radar, sensors, and the like, installed in the vehicle.

[0036] In other words, according to one embodiment, the vehicle's thermal management system can utilize the waste heat according to the climate mode to improve heating and cooling performance as well as climate comfort in the vehicle interior.

[0037] On the other hand, according to one embodiment, the vehicle thermal management system can control a vapor injection module comprising several expansion agents and a single phase separator, as well as the heat transfer medium flowing through such a vapor injection module, thereby providing a vehicle thermal management system that improves heating and cooling performance while maintaining a compact size. The expansion agent can include an expansion valve.

[0038] Furthermore, according to one embodiment, the vehicle's thermal management system can optimize the flow of the heat transfer medium through the optimized arrangement of the components of the vapor injection module. This allows the vehicle's thermal management system to further improve heating and cooling performance.

[0039] Fig. Figure 1 is a schematic representation of the vehicle thermal management system according to an embodiment of the present invention.

[0040] Referring to the figures, the vehicle thermal management system (1) according to an embodiment of the present invention can comprise a compressor (10), a condenser (20), an evaporator (30), heat exchangers (40, 50, 60) and several valves (100). It can also further comprise an accumulator (70).

[0041] The compressor (10), condenser (20), evaporator (30) and heat exchanger (40, 50, 60) can be arranged in and connected to a refrigerant line (L) in which a refrigerant circulates.

[0042] The heat exchanger (40, 50, 60) is designed to transfer heat between the refrigerant flowing through the evaporator (30) or the condenser (20) and a heat transfer medium. In this embodiment, the heat exchanger (40, 50, 60) can comprise an outdoor heat exchanger (40), a water-cooled heat exchanger (50), and a cooling unit (60), which are arranged outside the air conditioning unit (AC). The present embodiment shows, by way of example, that the system comprises an outdoor heat exchanger (40), a water-cooled heat exchanger (50), and a cooling unit (60); however, the invention is not limited to the presence of all these components. In other words, it is also possible for at least one of these three components to be present.

[0043] The multiple valves (100) can be a 1. expansion valve (110), a 2.

[0044] include an expansion valve (120), a 3rd expansion valve (130) and a 4th expansion valve (140).

[0045] The refrigerant line (L) can be designed so that the refrigerant conveyed by the compressor (10) is returned to the compressor (10) via the accumulator (70) after passing through the condenser (20), the evaporator (30) and several heat exchangers (40, 50, 60).

[0046] The refrigerant line (L) can include a 1st line (L1) in which the compressor (10), the condenser (20), the evaporator (30) and the outdoor heat exchanger (40) are arranged, a 2nd line (L2) which is connected in parallel to the 1st line (L1) and in which the water-cooled heat exchanger (50) is arranged, a 3rd line (L3) which connects the 1st line (L1) and the 2nd line (L2), a 4th line (L4) which is connected in parallel to the 1st line (L1) and in which the cooling unit (60) is arranged, and a 5th line (L5) which connects the 1st line (L1) and the 4th line (L4).

[0047] The first expansion valve (110) and the second expansion valve (120) can be located in the first line (L1). The third expansion valve (130) can be located in the third line (L3), and the fourth expansion valve (140) can be located in the fourth line (L4).

[0048] The compressor (10) can compress the refrigerant and deliver it to line 1 (L1). During operation, the compressor (10) is driven by a motor (internal combustion engine) or other motor, compresses the supplied refrigerant, and then expels it as a gas at high temperature and pressure.

[0049] The condenser (20) condenses the refrigerant supplied by the compressor (10). The condenser (20) is located inside an air conditioning unit (AC) and transfers heat between the air flowing within the AC and the refrigerant. Air is heated at the condenser (20) and introduced into the vehicle interior, thus heating the vehicle interior.

[0050] The evaporator (30), together with the condenser (20), is located inside the air conditioning unit (AC) and can transfer heat between the refrigerant that has flowed through the condenser (20) and the heat transfer medium. In other words, the heat transfer medium that exchanges heat with the refrigerant can be the air flowing in the air conditioning unit (AC), and the air that has exchanged heat with the refrigerant is introduced into the vehicle interior and heats it.

[0051] The outdoor heat exchanger (40) is arranged in series with the evaporator (30) in the first line (L1) and can transfer heat between the refrigerant supplied along the first line (L1) and the heat transfer medium. In one embodiment, the outdoor heat exchanger (L1) can include an air-cooled condenser, and outside air can be used as the heat transfer medium that exchanges heat with the refrigerant.

[0052] In the exemplary embodiment, an internal heat exchanger (80) can also be arranged in the first line (L1) between the external heat exchanger (40) and the evaporator (30).

[0053] The accumulator (70) can be located in the first line (L1) at the front end of the inlet side of the compressor (10). As the refrigerant flows in along the first line (L1), the accumulator (70) can separate the refrigerant into gaseous and liquid refrigerant and direct the gaseous refrigerant to the compressor (10).

[0054] The water-cooled heat exchanger (50) and the cooling unit (60) can each be connected in parallel to the first line (L1).

[0055] The water-cooled heat exchanger (50) can be arranged in the second line (L2) and connected in parallel to the first line (L1). One end of the second line (L2) can be connected to the front end of the inlet side of the outdoor heat exchanger (40) on the first line (L1), and the other end can be connected to the rear end of the outlet side of the outdoor heat exchanger (40). Consequently, the refrigerant can flow through the outdoor heat exchanger (40) along the first line (L1), and a portion of it can branch off and flow through the water-cooled heat exchanger (50) along the second line (L2).

[0056] The water-cooled heat exchanger (50) can transfer heat between the refrigerant supplied along the second line (L2) and the heat transfer fluid. In one embodiment, the water-cooled heat exchanger (50) can transfer heat between the refrigerant and the coolant flowing through the vehicle's electrical components (not shown). In other words, coolant can be used as the heat transfer fluid that exchanges heat with the refrigerant in the water-cooled heat exchanger (50). Accordingly, the vehicle's thermal management system (1) can utilize the waste heat from the electrical components as a heat source for heating.

[0057] The cooling unit (60) can be located in the 4th line (L4) and connected in parallel to the 1st line (L1). One end of the 4th line (L4) can be connected to the 1st line (L1).

[0058] Line (L1) can be connected between the evaporator (30) and the external heat exchanger (50), and the other end can be connected to the front end of the compressor inlet (10). Consequently, the refrigerant that flowed through the evaporator (30) along line 1 (L1) can flow through line 4 (L4) and the refrigeration unit (60).

[0059] The cooling unit (60) can transfer heat between the refrigerant supplied along the fourth line (L4) and the heat transfer medium. In one embodiment, the cooling unit (60) can transfer heat between the refrigerant and the coolant flowing through the vehicle's battery (not shown). In other words, coolant can be used as the heat transfer medium that exchanges heat with the refrigerant in the cooling unit (60). Accordingly, the vehicle's thermal management system (1) can utilize the waste heat from the battery as a heat source for heating.

[0060] Furthermore, one end of the third line (L3) can be connected to the rear end of the condenser's outlet (20) on the first line (L1), and the other end can be connected to the front end of the water-cooled heat exchanger's inlet (50) on the second line (L2). Consequently, the refrigerant that has flowed through the condenser (20) can either flow into the evaporator (30) along the first line (L1) or branch off from the first line (L1), flow along the third line (L3), and then enter the second line (L2).

[0061] One end of the 5th line (L5) can be connected to the 1st line (L1) between the condenser (20) and the evaporator (30), and the other end can be connected to the 4th line (L4) at the rear end of the outlet side of the refrigeration unit (60). Consequently, the refrigerant that has flowed through the evaporator (30) can branch off from the 1st line (L1) and flow via the 5th line (L5) into the 4th line (L4).

[0062] The first expansion valve (110) can be located in the first line (L1) between the condenser (20) and the evaporator (30). The first expansion valve (110) can control the expansion and flow rate of the refrigerant exiting the condenser (20) and flowing along the first line (L1), as well as perform an opening and closing function. In particular, depending on the heating load, the refrigerant expansion at the first expansion valve (110) can be controlled differently, thereby increasing the temperature of the air supplied to the interior.

[0063] In one embodiment, the first expansion valve (110) can be an electronic 2-way expansion valve or an electronic 3-way expansion valve. If the first expansion valve (110) is an electronic 3-way expansion valve, the fifth line (L5) can be connected to the first line (L1) via the first expansion valve (110).

[0064] The second expansion valve (120) can be located in the first line (L1) between the evaporator (30) and the outdoor heat exchanger (40). The second expansion valve (120) can control the expansion and flow rate of the refrigerant flowing through the evaporator (30) and along the first line (L1) to the outdoor heat exchanger (40), or of the refrigerant flowing through the outdoor heat exchanger (40) and along the first line (L1) to the evaporator (30), and can also perform an opening and closing function.

[0065] In one embodiment, the second expansion valve (120) can be an electronic two-way expansion valve or an electronic three-way expansion valve. If the second expansion valve (120) is an electronic three-way expansion valve, the fourth line (L4) can be connected to the first line (L1) via the second expansion valve (120).

[0066] The third expansion valve (130) can be arranged in the third line (L3). The third expansion valve (130) can control the expansion and flow rate of the refrigerant flowing through the condenser (20) and along the third line (L3), as well as perform an opening and closing function. In one embodiment, the third expansion valve (130) can be an electronic two-way expansion valve.

[0067] The fourth expansion valve (140) can be arranged in the fourth line (L4) at the front end of the inlet side of the cooling unit (60). The fourth expansion valve (140) can control the expansion and flow rate of the refrigerant flowing along the fourth line (L4) to the cooling unit (60), as well as perform an opening and closing function. In one embodiment, the fourth expansion valve (140) can be an electronic two-way expansion valve.

[0068] Furthermore, a 2-way valve (200) can be arranged between the compressor (10) and the condenser (20), between the evaporator (30) and the outdoor heat exchanger (40), and between the outdoor heat exchanger (40) and the compressor (10) in the first line (L1). Additionally, a 2-way valve can be arranged at the front end of the inlet side of the water-cooled heat exchanger (50) in the second line (L2) and in the fifth line (L5). Such a 2-way valve (200) can control the refrigerant flow rate and perform an opening and closing function, but does not have an expansion function.

[0069] The operation of the individual climate modes of the vehicle thermal management system (1) according to the above-mentioned embodiment of the present invention is described below.

[0070] Fig. Figure 2 shows the operation in heating mode 1. Heating mode 1 is used when the heating load is relatively high.

[0071] As in Fig. As shown in Figure 2, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the climate control housing (AC). This heated air can then be directed into the vehicle interior to heat it. Thus, the primary heat transfer occurs at the condenser (20).

[0072] The refrigerant that has flowed through the condenser (20) flows along the first line (L1), is expanded to medium pressure via the first expansion valve (110), and then enters the evaporator (30). As it flows through the evaporator (30), the refrigerant also exchanges heat with the air flowing in the climate control housing (AC). This means that secondary heat release occurs at the evaporator (30). During the expansion of the refrigerant to medium pressure in the first expansion valve (110), the pressure / temperature ratio (Pd / Td) increases, which raises the temperature of the air that is discharged into the vehicle interior. Furthermore, the air, now warmer due to secondary heat release at the evaporator (30), can be directed into the vehicle interior. The refrigerant that has flowed through the evaporator (30) is expanded via the second expansion valve (120) and flows along the first...The refrigerant flows through line (L1) and exchanges heat with the heat transfer fluid (endothermally) as it passes through the outdoor heat exchanger (40), the water-cooled heat exchanger (50), or the outdoor heat exchanger (40) and the water-cooled heat exchanger (50). The refrigerant also flows back to the compressor (10) via the accumulator (70). In this way, heat is dissipated twice: via the condenser (20) and the evaporator (30), the waste heat from the electrical components is recovered via the water-cooled heat exchanger (50), and heat is absorbed from the outside air via the outdoor heat exchanger (40), thus improving heating performance. Fig. Figure 3 shows the operation in the second heating mode. The second heating mode is active when the heating load is relatively low compared to the first heating mode. As shown in Fig. As shown in Figure 3, the compressor (10) is operating, expelling refrigerant at high temperature and pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the air conditioning unit (AC). This heated air can then be directed into the vehicle interior to heat it. Thus, the primary heat transfer occurs at the condenser (20). The refrigerant that has flowed through the condenser (20) then flows along line 1 (L1) through the fully open expansion valve 110 into the evaporator (30). This means that the expansion valve 110 is controlled so that the refrigerant flows through it in its unexpanded state. Furthermore, as the refrigerant flows through the evaporator (30), it exchanges heat with the air flowing in the climate housing (AC).This means that secondary heat release occurs at the evaporator (30).

[0073] The refrigerant, having flowed through the evaporator (30), is expanded via the second expansion valve (120), flows along the first line (L1), and exchanges heat with the heat transfer fluid (endothermally) as it flows through the outdoor heat exchanger (40), the water-cooled heat exchanger (50), or the outdoor heat exchanger (40) and the water-cooled heat exchanger (50). The refrigerant also flows back to the compressor (10) via the accumulator (70).

[0074] In this way, heat is doubled via the condenser (20) and the evaporator (30), the waste heat from the electrical components is recovered via the water-cooled heat exchanger (50), and heat is absorbed from the outside air via the external heat exchanger (40), which can improve the heating performance.

[0075] Fig. Figure 4 shows the operation in the third heating mode. The third heating mode is in operation when the heating load is low.

[0076] As in Fig. As shown in Figure 4, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the climate control housing (AC). This heated air can then be directed into the vehicle interior to heat it.

[0077] The refrigerant that has flowed through the condenser (20) flows via the third line (L3), which branches off from the first line (L1), is expanded via the third expansion valve (130), and enters the water-cooled heat exchanger (50) along the second line (L2). This means it bypasses the evaporator (30).

[0078] The refrigerant flows through the water-cooled heat exchanger (50), exchanging heat with the cooling water (endothermic), flows along the 1st line (L1), passes the accumulator (70) and returns to the compressor (10).

[0079] In this way, heat is released via the condenser (20) and the waste heat from the electrical components is recovered via the water-cooled heat exchanger (50), which can heat the vehicle interior.

[0080] Fig. Figure 5 shows the operation in heating mode 4. Heating mode 4 is active when the heating load is low, as in heating mode 3.

[0081] As in Fig. As can be seen in Figure 5, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the climate control housing (AC). This heated air can then be directed into the vehicle interior to heat it.

[0082] The refrigerant that has flowed through the condenser (20) flows via the third line (L3), which branches off from the first line (L1), passes through the third expansion valve (130) in its unexpanded state, and continues along the second line (L2) and the first line (L1). This means the refrigerant is rerouted so that it bypasses the water-cooled heat exchanger (50) and the outdoor heat exchanger (40).

[0083] The refrigerant flows through the fourth line (L4), which branches off from the first line (L1), is expanded via the fourth expansion valve (140), and then enters the cooling unit (60). The refrigerant flows through the cooling unit (60), exchanging heat with the cooling water (endothermic), flows along the first line (L1), passes the accumulator (70), and returns to the compressor.

[0084] In this way, heat is released via the condenser (20) and the waste heat from the battery is recovered via the cooling unit (60), which can be used to heat the vehicle interior.

[0085] Fig. Figure 6 shows the operation in dehumidification mode 1. Dehumidification mode 1 is active when the dehumidification load is relatively high.

[0086] As in Fig. As can be seen in Figure 6, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the climate control housing (AC). This heated air can then be directed into the vehicle interior as warm air to heat it.

[0087] The refrigerant that has flowed through the condenser (20) flows via the third line (L3), which branches off from the first line (L1), passes through the third expansion valve (130) in its unexpanded state, and enters the water-cooled heat exchanger (50) via the second line (L2). This means it bypasses the evaporator (30).

[0088] The refrigerant flows through the water-cooled heat exchanger (50), exchanging heat with the cooling water (exothermic) and enters the outdoor heat exchanger (40) via the first line (L1). The refrigerant also exchanges heat with the outside air as it flows through the outdoor heat exchanger (40) (exothermic).

[0089] The refrigerant, which has flowed through the water-cooled heat exchanger (50) and the outdoor heat exchanger (40) and cooled down, then expands at the second expansion valve (120) and flows into the evaporator (30). The refrigerant that has flowed through the evaporator (30) flows via the fifth line (L5), which branches off from the first line (L1), and then returns to the compressor (10) via the accumulator (70) in the first line (L1).

[0090] In this way, the dehumidification performance can be improved by the flow through the water-cooled heat exchanger (50) and the external heat exchanger (40) and the associated sufficient reduction of the refrigerant temperature.

[0091] Fig. Figure 7 shows the operation in the second dehumidification mode. The second dehumidification mode is active when the dehumidification load is relatively low compared to the first dehumidification mode.

[0092] As in Fig. As can be seen in Figure 7, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the air conditioning unit (AC). This heated air can then be directed into the vehicle interior to heat it. In other words, heat is released at the condenser (20).

[0093] The refrigerant that has flowed through the condenser (20) flows along the 1st

[0094] The refrigerant line (L1) is expanded via the first expansion valve (110) and then enters the evaporator (30). Furthermore, as it flows through the evaporator (30), the refrigerant exchanges heat with the air flowing in the air conditioning unit (AC). This process results in heat absorption in the evaporator (30).

[0095] The refrigerant, having flowed through the evaporator (30), passes through the second expansion valve (120) in its unexpanded state, flows along the first line (L1), and exchanges heat with the heat transfer fluid as it flows through the outdoor heat exchanger (40), the water-cooled heat exchanger (50), or both the outdoor heat exchanger (40) and the water-cooled heat exchanger (50). Heat is absorbed in both the outdoor heat exchanger (40) and the water-cooled heat exchanger (50). The refrigerant then flows back to the compressor (10) via the accumulator (70).

[0096] Fig. Figure 8 shows the operation in the 3rd dehumidification mode.

[0097] As in Fig.As shown in Figure 8, the compressor (10) is operating, expelling refrigerant at high temperature and high pressure. The refrigerant expelled from the compressor (10) flows along line 1 (L1). Furthermore, as it flows through the condenser (20), the refrigerant exchanges heat with the air flowing in the climate control housing (AC). This heated air can then be directed into the vehicle interior to heat it. In other words, heat is released at the condenser (20).

[0098] The refrigerant that has flowed through the condenser (20) flows along the first line (L1), is expanded via the first expansion valve (110), and then enters the evaporator (30). Furthermore, as it flows through the evaporator (30), the refrigerant exchanges heat with the air flowing in the air conditioning unit (AC). This process results in heat absorption in the evaporator (30).

[0099] The refrigerant that has flowed through the evaporator (30) passes through the 2nd expansion valve (120) in the unexpanded state, flows through the 4th line (L4) branching off from the 1st line (L1) and passes through the 4th expansion valve (140) in the unexpanded state before entering the cooling unit (60).

[0100] As the refrigerant flows through the cooling unit (60), it exchanges heat with the cooling water. This results in additional heat absorption within the cooling unit (60). The refrigerant also flows back to the compressor (10) via the accumulator (70). If no additional heat absorption is required, the flow of cooling water through the cooling unit (60) is interrupted, preventing any heat exchange with the refrigerant.

[0101] In the above description, the invention was explained using an exemplary embodiment. However, those skilled in the field will recognize that the invention can be modified or adapted in various ways within the underlying concept and technical scope as defined in the following claims. Furthermore, differences resulting from such modifications and adaptations are to be interpreted as falling within the scope of the invention as defined by the appended claims.

Claims

[1] Vehicle thermal management system, characterized by , that it has a compressor that compresses the refrigerant and delivers it into the refrigerant line; a condenser that condenses the refrigerant supplied by the compressor; an evaporator, which is located inside the air conditioning housing together with the condenser and transfers heat between the refrigerant flowing through the condenser and a heat transfer medium; a heat exchanger located outside the air conditioning unit housing that transfers heat between the refrigerant flowing through the evaporator or condenser and a heat transfer medium; and a 1. expansion valve is included, which is located in the refrigerant line between the condenser and the evaporator, the expansion of the refrigerant at the first expansion valve is controlled differently depending on the heating load. [2] Vehicle thermal management system according to claim 1, characterized bythat the heat exchanger includes at least an external heat exchanger in which outside air is used as the heat transfer medium, a water-cooled heat exchanger in which cooling water is used as the heat transfer medium, or a cooling unit. [3] Vehicle thermal management system according to claim 2, characterized by , that the refrigerant line comprises a 1st line in which the compressor, condenser, evaporator and outdoor heat exchanger are arranged, a 2nd line which is connected in parallel to the 1st line and in which the water-cooled heat exchanger is arranged, a 3rd line which connects the 1st line and the 2nd line, a 4th line which is connected in parallel to the 1st line and in which the cooling unit is arranged, and a 5th line which connects the 1st line and the 4th line. [4] Vehicle thermal management system according to claim 3, characterized by , that it further includes a 2nd expansion valve which is arranged in the 1st line. [5] Vehicle thermal management system according to claim 3, characterized by , that one end of the 2nd line is connected to the front end of the inlet side of the external heat exchanger on the 1st line and the other end is connected to the rear end of the outlet side of the external heat exchanger. [6] Vehicle thermal management system according to claim 3, characterized by , that one end of the 3rd line is connected to the rear end of the output side of the capacitor on the 1st line and the other end is connected to the front end of the input side of the water-cooled heat exchanger on the 2nd line. [7] Vehicle thermal management system according to claim 4, characterized by , that it further includes a 3rd expansion valve which is arranged in the 3rd line. [8] Vehicle thermal management system according to claim 3, characterized by, that one end of the 4th line is connected to the 1st line between the evaporator and the external heat exchanger, and the other end is connected to the front end of the compressor's inlet side. [9] Vehicle thermal management system according to claim 7, characterized by , that it further comprises a 4th expansion valve arranged in the 4th line, wherein the 4th expansion valve is arranged in the 4th line at the front end of the inlet side of the cooling unit. [10] Vehicle thermal management system according to claim 3, characterized by , that one end of the 5th line is connected to the 1st line between the condenser and the evaporator, and the other end is connected to the 4th line at the rear end of the outlet side of the cooling unit. [11] Vehicle thermal management system according to claim 3, characterized by, that it further includes an accumulator which is located on the first line at the front end of the input side of the compressor. [12] Vehicle thermal management system according to claim 3, characterized by , that in the 1st line 2-way valves are arranged between the compressor and the condenser, between the evaporator and the external heat exchanger and between the external heat exchanger and the compressor, and that in the 2nd line and in the 5th line 2-way valves are also arranged. [13] Vehicle thermal management system according to claim 9, characterized by , that the heating modes are designed such that the refrigerant flowing through the condenser either flows through or bypasses the evaporator depending on the heating load, with the heating mode with flow through the evaporator being used at relatively high heating loads, which are higher than those at which the heating mode bypassing the evaporator is used. [14] Vehicle thermal management system according to claim 13, characterized by , that in the heating mode, in which the refrigerant flows through the evaporator, the degree of expansion of the refrigerant at the 1st expansion valve is controlled differently depending on the heating load, whereby the control is such that the refrigerant is expanded to medium pressure at relatively high heating loads and flows through the valve in the non-expanded state at relatively low heating loads. [15] Vehicle thermal management system according to claim 13, characterized by , that in the heating mode, in which the refrigerant bypasses the evaporator, the refrigerant exchanges heat with the heat transfer fluid after expansion at the 3rd expansion valve in the water-cooled heat exchanger or after expansion at the 4th expansion valve in the cooling unit. [16] Vehicle thermal management system according to claim 9, characterized by, that the dehumidification modes are designed such that the refrigerant flowing through the condenser either flows through or bypasses the evaporator depending on the dehumidification load, with the dehumidification mode bypassing the evaporator being used at relatively high dehumidification loads, which are higher than those at which the dehumidification mode bypassing the evaporator is used. [17] Vehicle thermal management system according to claim 16, characterized by , that in the dehumidification mode, in which the refrigerant bypasses the evaporator, the refrigerant flows through the 3rd expansion valve in an unexpanded state, then flows through at least one of the heat exchangers, the water-cooled heat exchanger or the outdoor heat exchanger, exchanging heat with the heat transfer fluid, and subsequently expands at the 2nd expansion valve before flowing through the evaporator. [18] Vehicle thermal management system according to claim 16, characterized by, that in the dehumidification mode, in which the refrigerant flows through the evaporator, the refrigerant expands at the 1st expansion valve, flows through the evaporator and then through at least one of the two heat exchangers, the outdoor heat exchanger or the water-cooled heat exchanger, thereby exchanging heat with the heat transfer fluid. [19] Vehicle thermal management system according to claim 16, characterized by , that in the dehumidification mode, in which the refrigerant flows through the evaporator, the refrigerant expands at the 1st expansion valve, flows through the evaporator and exchanges heat with the heat transfer fluid, then passes through the 2nd and 4th expansion valves in the unexpanded state and flows through the cooling unit and exchanges heat with the heat transfer fluid.

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