Heating system for a vehicle

Abstract

The present invention relates to a heating system for a vehicle. An indoor heating line is arranged to pass through a heater core for a coolant heater and an indoor air conditioner, and provided with a first pump to enable coolant to flow. A battery heating line is branched from a downstream point of the heater core, and connected to an upstream point of the coolant heater after passing through a battery heat exchange member for temperature increase of a high-voltage battery, wherein the battery heating line includes a first heat exchange flow passage connecting the downstream point of the heater core to a first side of the battery heat exchange member, and a second heat exchange flow passage connecting a second side of the battery heat exchange member to the upstream point of the coolant heater, the first and second heat exchange flow passages being configured to exchange heat with each other.

Description

TECHNICAL FIELD

[0001] The present application relates to a heating system of a vehicle, and more particularly, to a heating system capable of efficiently managing energy required for heating / cooling of an indoor air conditioner and a battery to prevent damage to the battery and reduce a load of a heater. BACKGROUND

[0002] In recent years, electric vehicles have been developed in order to solve problems such as implementation of environmental-friendly technology and energy depletion. The electric vehicles utilize a motor that receives power from a battery and outputs power. Therefore, the electric vehicles have been very popular as environmental-friendly vehicles since the electric vehicles do not emit carbon dioxide, generate little noise, and have a high energy efficiency compared to a conventional engine.

[0003] For the electric vehicles, a battery module is an important technology, and recently, research has been actively conducted in order to provide a lightweight battery that is downsized and has other advantages such as a short charging time, etc. The battery module should be used under optimal temperature conditions to maintain optimal performance and long life. However, it is difficult to use the battery module under the optimal temperature conditions due to heat generated during driving and external temperature changes.

[0004] Further, since the electric vehicles do not have a tail gas heat source generated or combusted in a separate engine such as a combustion engine, the electric vehicles perform indoor heating through an electric heater in winter. In addition, since the electric vehicles need to be preheated to improve battery charging and discharging performance in cold weather, the electric vehicles use an electric heater of a separate coolant heating type. That is, in order to maintain an optimal temperature environment of the battery module, the electric vehicles employ a technology that additionally operates a cooling and heating system for controlling the temperature of the battery module in addition to operating a cooling and heating system for the indoor air conditioner of the electric vehicles. In other words, the electric vehicles include two separate cooling and heating systems, and one is used for indoor cooling and heating, and the other is used for battery module temperature control.

[0005] However, when operating in the above-described manner, energy cannot be efficiently managed, so that long distance travel is not possible due to a short travel distance. The travel range of the electric vehicles can be decreased by more than 30% in summer air conditioning and more than 40% in winter heating, so that the winter heating problem, which is not a problem in a combustion engine, becomes more serious. When a high-power positive temperature coefficient (PTC) heater is installed to solve the heating problem in winter, the travel distance is shortened, and the cost and weight also become excessive due to the use of a heating pump.

[0006] Accordingly, a cooling and heating system for an indoor air conditioner and a cooling and heating system for a battery are configured to share a coolant with each other, and thus a technology for improving heating and battery temperature increase efficiency is increasingly drawing attention. However, since a main operating temperature of a heater (80℃ or more) and a temperature increase temperature of a battery (50℃) are different from each other, there is a problem in that a high-temperature coolant flows into the battery to cause damage to the battery if precise cooperative control of heating logic and battery temperature increase logic is not performed.

[0007] The above information is presented as background information only to assist with an understanding of the present disclosure. No determination has been made, and no assertion is made, as to whether the present disclosure is the first to do so. SUMMARY

[0008] Accordingly, the present disclosure proposes a heating system for a vehicle that effectively manages energy required for heating and cooling of an indoor air conditioner and a battery, thereby preventing damage to the battery and reducing a load of a heater.

[0009] To accomplish the above object, a heating system according to the present disclosure can include an indoor heating line arranged to pass through a coolant heater for an indoor air conditioner and a heater core, and provided with a first pump to make a coolant flow in the indoor heating line; and a battery heating line branched from a downstream point of the heater core and connected to an upstream point of the coolant heater after passing through a battery heat exchange part for temperature increase of a high-voltage battery, wherein the battery heating line further includes a first heat exchange flow passage connecting the downstream point of the heater core to a first side of the battery heat exchange part, and a second heat exchange flow passage connecting a second side of the battery heat exchange part to the upstream point of the coolant heater, and wherein the first heat exchange flow passage and the second heat exchange flow passage are configured to exchange heat with each other.

[0010] The indoor heating line can include a first bypass flow passage connecting points connected by the first heat exchange flow passage and the second heat exchange flow passage to each other without passing through the battery heat exchange part, and a first valve provided on the first bypass flow passage or the battery heating line to control a flow of the coolant.

[0011] The first valve can be installed at a branching point at which one end portions of the first heat exchange flow passage and the first bypass flow passage are branched, or at a branching point at which the other end portions of the second heat exchange flow passage and the first bypass flow passage are branched.

[0012] The first valve can be installed on the first heat exchange flow passage or the second heat exchange flow passage.

[0013] The battery cooling line can be provided to connect the first side and the second side of the battery heat exchange component, and equipped with a second pump so that the coolant can be circulated; and wherein the first valve can be installed at a branching point where the first heat exchange flow passage and the battery cooling line branch, or installed at a branching point where the second heat exchange flow passage and the battery cooling line branch.

[0014] A controller for controlling the opening degree of the first valve can be further included; and in the indoor and battery heating mode, the controller controls the first valve so that the coolant can be circulated through the indoor heating line, the first heat exchange flow passage, the battery heat exchange component, and the second heat exchange flow passage.

[0015] A controller for controlling the opening degree of the first valve can be further included; and in the indoor heating mode, the controller controls the first valve so that the coolant can be circulated through the indoor heating line and the first bypass flow passage.

[0016] Some sections of the first heat exchange flow passage and the second heat exchange flow passage can be thermally connected to each other to form a heat exchange section for heat exchange; and a second bypass flow passage and a second valve can be further included, the second bypass flow passage connecting the heat exchange section of the first heat exchange flow passage and the heat exchange section of the second heat exchange flow passage to each other without passing through the battery heat exchange component; the second valve is installed on the second bypass flow passage to regulate the flow of the coolant.

[0017] A controller for controlling the opening degree of the second valve can be further included; and in the indoor and battery heating mode, the controller controls the second valve so that the coolant can be circulated through the indoor heating line, the first heat exchange flow passage, the battery heat exchange component, and the second heat exchange flow passage.

[0018] A controller for controlling the opening degree of the second valve can be further included; and in the indoor heating mode, the controller controls the second valve so that the coolant can be circulated through the indoor heating line, the first heat exchange flow passage, the second bypass flow passage, and the second heat exchange flow passage.

[0019] Some sections of the first heat exchange flow passage and the second heat exchange flow passage can be thermally connected to each other to form a heat exchange section for heat exchange; and a third bypass flow passage connected in parallel to the first heat exchange flow passage or the second heat exchange flow passage can be provided on the first heat exchange flow passage or the second heat exchange flow passage to bypass the heat exchange section.

[0020] A third valve for regulating the flow of the coolant can be provided on the third bypass flow passage or provided on the heat exchange flow passage where the third bypass flow passage is installed.

[0021] The third valve can operate so that the coolant can flow through the heat exchange flow passage when the coolant temperature is equal to or lower than the set temperature, and the coolant can flow through the third bypass flow passage when the coolant temperature is higher than the set temperature.

[0022] The first valve can be a four-way valve installed at the end of the first heat exchange flow passage, the third bypass flow passage, and a branching point at which the first bypass flow passage branches to regulate the flow of the coolant.

[0023] A controller for controlling the opening degree of the first valve can be further included; and in the indoor and battery heating mode, when the coolant temperature is higher than the set temperature, the controller controls the first valve so that the coolant can circulate through the indoor heating line, the first heat exchange flow passage, the battery heat exchange member, and the second heat exchange flow passage.

[0024] A controller for controlling the opening degree of the first valve can be further included; and in the indoor and battery heating mode, when the coolant temperature is equal to or lower than the set temperature, the controller controls the first valve so that the coolant can circulate through the indoor heating line, the third bypass flow passage, the battery heat exchange member, and the second heat exchange flow passage.

[0025] A controller for controlling the opening degree of the first valve can be further included; and in the indoor heating mode, the controller controls the first valve so that the coolant can circulate through the indoor heating line and the first bypass flow passage.

[0026] According to the heating system of the vehicle configured as the above structure, the coolant of the indoor heating line, the temperature of which is raised by the heater, is arranged to pass through the battery, thereby rapidly raising the temperature of the battery.

[0027] Specifically, by causing the coolant flowing into the battery and the coolant discharged from the battery to exchange heat via the heat exchanger, it is possible to prevent the coolant of an excessively high temperature from flowing into the battery, thereby preventing damage to the battery, and it is possible to supply the coolant of an intermediate temperature to the coolant heater to reduce the operating load of the coolant heater. BRIEF DESCRIPTION OF DRAWINGS

[0028] The above and other objects, features and other advantages of the present application will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0029] Figures 1-2 is a view showing the operation of a heating system of a vehicle according to a first exemplary embodiment of the present application;

[0030] Figures 3-7 is a view showing various application positions of a first valve of a heating system of a vehicle according to the first exemplary embodiment of the present application;

[0031] Figure 8 FIG. 6 is a diagram showing a heating system of a vehicle according to a second exemplary embodiment of the present application;

[0032] Figures 9-10 FIG. 7 is a diagram showing a heating system of a vehicle according to a third exemplary embodiment of the present application;

[0033] Figure 11 FIG. 8 is a diagram showing a heating system of a vehicle according to a fourth exemplary embodiment of the present application; and

[0034] Figure 12 FIG. 9 is a graph showing a change in coolant temperature of a heating system of a vehicle according to the present application. DETAILED DESCRIPTION

[0035] It should be understood that the terms "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, boats, ships, including various watercraft, aircraft, and the like, and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen powered vehicles, and other alternative fuel vehicles (e.g., fuel derived from non-petroleum sources). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as a gasoline powered vehicle and an electric powered vehicle.

[0036] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. Throughout this specification, unless explicitly described to the contrary, the term "comprise" and variations such as "comprises" or "comprising" will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms "unit", "device", "member" and "module" described in the specification mean a unit for performing at least one function and operation, and can be implemented by a hardware component or a software component and combinations thereof.

[0037] Further, the control logic of the present application can be implemented as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact discs (CDs)-ROM, tape, floppy disks, flash memories, smart cards, and optical data storage devices. The computer readable medium can also be distributed over networked computer systems so that the computer readable medium is stored and executed in a distributed fashion, e.g., over a remote information processing server or a Controller Area Network (CAN).

[0038] A preferred embodiment of the present application will be described in detail below with reference to the attached drawings. In the drawings, the same reference numerals are used throughout the drawings and identical components are denoted by the same reference numerals.

[0039] Figures 1-2 is a diagram showing the operation of a heating system of a vehicle according to a first exemplary embodiment of the present application; and Figure 7 is a diagram showing various application positions of a first valve of a heating system of a vehicle according to the first exemplary embodiment of the present application.

[0040] Referring to Figures 1-2 , a heating system of a vehicle according to the first exemplary embodiment of the present application can include an indoor heating line 10 arranged to pass through a coolant heater 12 for indoor air conditioning and a heater core 14, and provided with a first pump 16 to flow coolant therethrough, and a battery heating line 20 branched from a downstream point of the heater core 14 and connected to an upstream point of the coolant heater 12 after passing through a battery heat exchange member 22 for increasing the temperature of a high-voltage battery. The battery heating line 20 can include a first heat exchange flow passage 24 connecting the downstream point of the heater core 14 to a first side of the battery heat exchange member 22, and a second heat exchange flow passage 26 connecting a second side of the battery heat exchange member 22 and the upstream point of the coolant heater 12, and the first and second heat exchange flow passages 24 and 26 can be configured to exchange heat with each other.

[0041] Since an electric vehicle cannot perform indoor heating by utilizing waste heat of an engine, a separate temperature increasing device is required.

[0042] The indoor heating line 10 of the present application can be configured to pass through the coolant heater 12 for indoor air conditioning and the heater core 14 so that the coolant is temperature-increased while passing through the coolant heater 12 and the temperature-increased coolant is supplied to the heater core 14, thereby supplying heated air to the inside of the vehicle.

[0043] Further, an electric vehicle requires a system for raising the temperature of a high voltage battery or cooling the high voltage battery because the electric vehicle can achieve the best efficiency only by maintaining the high voltage battery at an appropriate temperature.

[0044] Specifically, according to the present application, the battery heating line 20 can be arranged to raise the temperature of the high voltage battery by receiving the high temperature coolant discharged from the heater core 14 and transferring it to the battery heat exchange member 22.

[0045] That is, because the indoor heating line 10 and the battery heating line 20 are connected to each other, the coolant heated by the coolant heater 12 flows through the heater core 14 and the battery heat exchange member 22 to achieve heating and temperature raising of the battery, thereby simply achieving a heating and battery temperature raising system.

[0046] However, if the temperature of the coolant discharged from the heater core 14 is excessively high, since the high voltage battery can be damaged when the coolant flows into the high voltage battery, it can be necessary to appropriately cool the coolant to be supplied to the battery heat exchange member 22.

[0047] In the present application, the first heat exchange flow passage 24 connecting a downstream point of the heater core 14 to a first side of the battery heat exchange member 22 and the second heat exchange flow passage 26 connecting a second side of the battery heat exchange member 22 to an upstream point of the coolant heater 12 are arranged so as to configure the battery heating line 20, and the first heat exchange flow passage 24 and the second heat exchange flow passage 26 are configured to exchange heat with each other.

[0048] Therefore, the coolant cooled while passing through the battery heat exchange member 22 cools the coolant passing through the downstream point of the heater core 14 to prevent the high temperature coolant from being transferred to the high voltage battery, thereby preventing damage to the battery.

[0049] Herein, the first heat exchange flow passage 24 and the second heat exchange flow passage 26 can be arranged to exchange heat with each other through independent heat exchangers, and / or simply be adjacently installed to exchange heat with each other. This can vary according to a specific design or vehicle.

[0050] Specifically, the indoor heating line 10 of the heating system of the vehicle according to the present application can include a first bypass flow passage 30 connecting a point connected by the first heat exchange flow passage 24 and a point connected by the second heat exchange flow passage 26 without passing through the battery heat exchange member 22, and a first valve 32 provided on the first bypass flow passage 30 or the battery heating line 20 for controlling the flow of the coolant.

[0051] In the case where the indoor heating line 10 and the battery heating line 20 share the coolant with each other as in the present application, it is necessary to stop the temperature increase of the high-voltage battery when the temperature increase of the high-voltage battery is excessively high.

[0052] At this time, it is not necessary to supply the coolant to the battery heat exchange member 22 through the heater core 14 (which would cause damage to the high-voltage battery). Therefore, the present application provides the first bypass flow passage 30 and the first valve 32 to prevent damage to the high-voltage battery.

[0053] That is, the first bypass flow passage 30 is arranged to be connected to a point at which the first heat exchange flow passage 24 is connected to the indoor heating line 10 and a point at which the second heat exchange flow passage 26 is connected, and to selectively receive the coolant passing through the heater core 14 through the first valve 32 so that the coolant can only flow through the indoor heating line 10 for heating. Detailed descriptions are provided herein.

[0054] In the first embodiment of the heating system of the vehicle, the first valve 32 can be arranged at various positions.

[0055] That is, the first valve 32 can be installed at a branching point at which one end portions of the first heat exchange flow passage 24 and the first bypass flow passage 30 are branched, or at a branching point at which the other end portions of the second heat exchange flow passage 26 and the first bypass flow passage 30 are branched.

[0056] Figures 1-2 Each shows that the first valve 32 is installed at a branching point at which the other end portions of the second heat exchange flow passage 26 and the first bypass flow passage 30 are branched. On the other hand, Figure 3 shows that the first valve 32 is installed at a branching point at which one end portions of the first heat exchange flow passage 24 and the first bypass flow passage 30 are branched.

[0057] Herein, the first valve 32 can be a three-way valve so that the coolant pumped from the first pump 16 can be selectively supplied to the battery heat exchange member 22.

[0058] Further, with reference to Figure 4 and Figure 5 , the first valve 32 can be installed on the first heat exchange flow passage 24 or the second heat exchange flow passage 26.

[0059] That is, as shown in Figure 4 , the first valve 32 is installed on the first heat exchange flow passage 24, or as shown in Figure 5 , on the second heat exchange flow passage 26.

[0060] Accordingly, the first valve 32 can be arranged such that the coolant discharged from the heater core 14 can be selectively transmitted to the battery heat exchange member 22. Specifically, the first valve 32 can be a bi-directional on-off valve. Similarly, if the first valve 32 is arranged as an on-off valve that is open and closed, the present application can be produced at a lower cost than using a three-way valve.

[0061] Alternatively, with reference to Figure 6 and Figure 7 , the heating system of the vehicle of the present application can further include a battery cooling line 70 provided to connect the first side and the second side of the battery heat exchange member 22 and equipped with a second pump 72 to circulate the coolant. The first valve 32 can be installed at a branching point at which the first heat exchange flow passage 24 and the battery cooling line 70 branch, or at a branching point at which the second heat exchange flow passage 26 and the battery cooling line 70 branch.

[0062] The battery heat exchange member 22 can be optionally cooled with the coolant. Accordingly, the present application can further include a battery cooling line 70 connecting the first side and the second side of the battery heat exchange member 22.

[0063] As shown in Figures 6-7 , the first valve 32 can be arranged on the battery cooling line 70.

[0064] Figure 6 shows that the first valve 32 is installed at a branching point at which the first heat exchange flow passage 24 and the battery cooling line 70 branch, and Figure 7 shows that the first valve 32 is installed at a branching point at which the second heat exchange flow passage 26 and the battery cooling line 70 branch.

[0065] Specifically, the first valve 32 is installed at a branching point at which the heat exchange flow passage branches from the battery cooling line 70, and can be a three-way valve to allow or block the flow of the coolant.

[0066] In the first exemplary embodiment, the heating system of the vehicle can further include a controller 60 for controlling the opening degree of the first valve 32. In the indoor and battery heating mode, the controller 60 controls the first valve 32 such that the coolant can circulate through the indoor heating line 10, the first heat exchange flow passage 24, the battery heat exchange member 22, and the second heat exchange flow passage 26.

[0067] That is, in the case where indoor heating and battery temperature increase are required, as Figure 1As indicated by the arrows, the first valve 32 is controlled so that the coolant can circulate through the indoor heating line 10, the first heat exchange flow passage 24, the battery heat exchange member 22, and the second heat exchange flow passage 26, thereby being heated by the coolant heated by the coolant heater 12 and the temperature of the battery is raised.

[0068] Further, in the indoor heating mode, the controller 60 can control the first valve 32 to circulate the coolant through the indoor heating line 10 and the first bypass flow passage 30.

[0069] If the electric vehicle only needs indoor heating, as Figure 2 As indicated by the arrows, the first valve 32 is controlled so that the coolant can circulate through the indoor heating line 10 and the first bypass flow passage 30, thereby preventing the high-voltage battery from being burned out due to the high-temperature coolant transmitted to the high-voltage battery.

[0070] On the other hand, Figure 8 is a view showing a heating system of a vehicle according to a second exemplary embodiment of the present application.

[0071] Referring to Figure 8 In the heating system of the vehicle according to the second exemplary embodiment, some sections of the first heat exchange flow passage 24 and the second heat exchange flow passage 26 are thermally connected to each other to form heat exchange sections for heat exchange, and a second bypass flow passage 40 and a second valve 42 are provided, the second bypass flow passage 40 connecting the heat exchange sections of the first heat exchange flow passage 24 and the second heat exchange flow passage 26 to each other without passing through the battery heat exchange member 22, and the second valve 42 being installed on the second bypass flow passage 40 to regulate the flow of the coolant.

[0072] That is, the second exemplary embodiment removes the first bypass flow passage applied to the indoor heating line 10, and provides the second bypass flow passage 40 between the first heat exchange flow passage 24 and the second heat exchange flow passage 26 in which heat exchange occurs, thereby ensuring that the bypass flow passage length has a relatively short flow passage length.

[0073] In this case, when the second valve 42 is installed at a point at which the second bypass flow passage 40 branches from the heat exchange flow passage, the second valve 42 is preferably provided as a three-way valve, and when the second valve 42 is installed on the second bypass flow passage 40 without passing through the heat exchange flow passage, the second valve 42 is preferably provided as a two-way on-off valve.

[0074] The heating system of the vehicle according to the second exemplary embodiment can further include a controller 60 for controlling the opening degree of the second valve 42. In the indoor heating mode and the battery heating mode, the controller 60 controls the second valve 42 so that the coolant can circulate through the indoor heating line 10, the first heat exchange flow passage 24, the battery heat exchange member 22, and the second heat exchange flow passage 26.

[0075] That is, in the case where the indoor heating and the temperature increase of the battery are required at the same time, the second valve 42 is controlled to block the flow of the coolant to the second bypass flow passage 40 so that the coolant flows along the indoor heating line 10, the first heat exchange flow passage 24, the battery heat exchange member 22, and the second heat exchange flow passage 26, thereby obtaining the temperature increase of the battery.

[0076] On the other hand, in the indoor heating mode, the controller 60 can control the second valve 42 so that the coolant circulates through the indoor heating line 10, the first heat exchange flow passage 24, the second bypass flow passage 40, and the second heat exchange flow passage 26.

[0077] That is, if the electric vehicle requires only the indoor heating, the second valve 42 is controlled to allow the flow of the coolant to the second bypass flow passage 40, thereby preventing the unnecessary transmission of the coolant to the battery heat exchange member 22.

[0078] Figures 9-10 is a view showing a heating system of a vehicle according to a third exemplary embodiment of the present application.

[0079] Reference Figures 9-10 In the heating system of the vehicle according to the third exemplary embodiment, some sections of the first heat exchange flow passage 24 and the second heat exchange flow passage 26 are thermally connected to each other to form a heat exchange section for heat exchange, and a third bypass flow passage 50 connected in parallel to the first heat exchange flow passage 24 or the second heat exchange flow passage 26 can be provided on the first heat exchange flow passage 24 or the second heat exchange flow passage 26 to bypass the heat exchange section.

[0080] Herein, a third valve 52 for regulating the flow of the coolant can be provided on the third bypass flow passage 50 or on the heat exchange flow passage on which the third bypass flow passage 50 is installed. The third valve 52 installed on the third bypass flow passage 50 or the heat exchange flow passage is preferably a bidirectional on-off valve.

[0081] That is, the third exemplary embodiment adds the third bypass flow passage 50 and the third valve 52 to the configuration of the first exemplary embodiment. Figures 9-10 Both show the configuration in which the third valve 52 is installed on the third bypass flow passage 50. However, there is a difference in that, inFigure 9 In the third exemplary embodiment, the third bypass flow passage 50 is installed on the first heat exchange flow passage 24, and in the fourth exemplary embodiment, the third bypass flow passage 50 is installed on the second heat exchange flow passage 26. Figure 10 In the third exemplary embodiment, the third bypass flow passage 50 is installed on the first heat exchange flow passage 24, and in the fourth exemplary embodiment, the third bypass flow passage 50 is installed on the second heat exchange flow passage 26.

[0082] The third bypass flow passage 50 can be arranged to increase the temperature raising efficiency of the battery by transmitting the heated coolant of the coolant heater 12 to the battery heat exchange member 22 without heat exchange between the first and second heat exchange flow passages 24 and 26.

[0083] Therefore, when the coolant temperature is equal to or lower than the set temperature, the third valve 52 can operate so that the coolant can flow through the heat exchange flow passage, and when the coolant temperature is higher than the set temperature, the coolant can flow through the third bypass flow passage 50.

[0084] That is, the third valve 52 can be provided as a thermostat, and can be opened or closed according to the coolant temperature without any additional control to control whether the coolant is to flow through the third bypass flow passage 50.

[0085] In the third exemplary embodiment, the first valve 32 can operate as in the first exemplary embodiment, and the third valve 52 can operate according to the coolant temperature. When the coolant temperature is lower than the set temperature, the third valve 52 is closed so that the coolant does not flow through the third bypass flow passage 50, and when the coolant temperature is higher than the set temperature, the third valve 52 is opened so that the coolant can be transmitted to the battery heat exchange member 22 through the third bypass flow passage 50 without heat exchange, and the thermal efficiency of the coolant does not decrease.

[0086] Therefore, the high voltage battery can be rapidly raised in temperature even in an unfavorable condition of the coolant temperature.

[0087] Figure 11 is a view showing a heating system of a vehicle according to a fourth exemplary embodiment of the present application. Reference will be made to Figure 11 In the heating system of the vehicle according to the fourth exemplary embodiment of the present application, the first valve 32 is a four-way valve installed at the first heat exchange flow passage 24, the end of the third bypass flow passage 50, and the branching point at which the first bypass flow passage 30 branches to regulate the flow of the coolant.

[0088] That is, the fourth exemplary embodiment is similar to the third exemplary embodiment, but the fourth exemplary embodiment is proposed to reduce the number of valves used so that the manufacturing cost can be further reduced.

[0089] A controller 60 for controlling the opening of the first valve 32 can be further included. In the indoor and battery heating mode and when the coolant temperature is higher than the set temperature, the controller 60 controls the first valve 32 so that the coolant can circulate through the indoor heating line 10, the first heat exchange flow passage 24, the battery heat exchange member 22, and the second heat exchange flow passage 26.

[0090] That is, when the coolant temperature is higher than the set temperature, the first valve 32 is set so that the coolant discharged from the coolant heater 12 is cooled to be delivered to the battery heat exchange member 22, thereby preventing the high voltage battery from being damaged.

[0091] Further, in the indoor and battery heating mode and when the coolant temperature is equal to or lower than the set temperature, the controller 60 controls the first valve 32 so that the coolant can circulate through the indoor heating line 10, the third bypass flow passage 50, the battery heat exchange member 22, and the second heat exchange flow passage 26.

[0092] Therefore, when the coolant temperature is equal to or lower than the set temperature, the temperature raising efficiency of the battery can be maximized by delivering the coolant to the battery heat exchange member 22 without heat loss.

[0093] In the indoor heating mode, the controller 60 controls the first valve 32 so that the coolant can circulate through the indoor heating line 10 and the first bypass flow passage 30.

[0094] Figure 12 is a graph showing the change of the coolant temperature of the heating system of the vehicle of the present application. As Figure 12 shown, when the first and second heat exchange flow passages are heat-exchanged with each other, the temperature of the coolant supplied to the battery heat exchange member is lowered to prevent the high voltage battery from being burned, and the temperature of the coolant supplied to the coolant heater is raised to minimize the load of the coolant heater.

[0095] Further, the battery chiller for heat-exchanging with the radiator and the refrigerant line can be provided with a battery cooling line 70. Further, in the flow passage bypassing the radiator, a waste heat exchanger for heat-exchanging with the cooling line of the electronic components is provided.

[0096] According to the heating system of the vehicle having the above-described structure, the coolant of the indoor heating line, which raises the temperature by the heater, passes through the battery, so that the battery can be rapidly raised in temperature.

[0097] Specifically, by exchanging heat between the coolant flowing into and out of the battery via a heat exchanger, excessively hot coolant can be prevented from flowing into the battery, thus preventing battery damage. Furthermore, supplying coolant at an intermediate temperature to the coolant heater can reduce the workload of the coolant heater.

[0098] Although specific embodiments of the invention have been described and illustrated, those skilled in the art will understand that various alternatives and modifications are possible without departing from the technical spirit of the invention as disclosed in the appended claims.

Claims

1. A heating system of a vehicle, comprising: an indoor heating line arranged to pass through a coolant heater for indoor air conditioning and a heater core, and provided with a first pump to circulate coolant in the indoor heating line; a battery heating line branched from a downstream point of the heater core and connected to an upstream point of the coolant heater after passing through a temperature-raising battery heat exchange member for a high-voltage battery; a battery cooling line provided to connect a first side and a second side of the battery heat exchange member, and equipped with a second pump to circulate coolant; wherein the battery heating line further comprises: a first heat exchange flow passage connecting the downstream point of the heater core to the first side of the battery heat exchange member; a second heat exchange flow passage connecting the second side of the battery heat exchange member to the upstream point of the coolant heater; wherein the first heat exchange flow passage and the second heat exchange flow passage are configured to exchange heat with each other via a heat exchanger; wherein the battery cooling line further comprises a radiator and a battery chiller, so that the battery temperature is adjusted using coolant in the battery heating line and coolant in the battery cooling line together; wherein in an indoor and battery heating mode, coolant is circulated through the indoor heating line, the first heat exchange flow passage, the battery heat exchange member, and the second heat exchange flow passage, and in the heat exchanger, coolant to be supplied to the battery and coolant discharged from the battery in the first heat exchange flow passage and the second heat exchange flow passage, respectively, exchange heat with each other, and the intermediate temperature coolant after the heat exchange is supplied to the coolant heater, thereby reducing the working load of the coolant heater.

2. The heating system of a vehicle according to claim 1, wherein, the indoor heating line further comprises: a first bypass flow passage connecting points connected by the first heat exchange flow passage and the second heat exchange flow passage without passing through the battery heat exchange member; a first valve provided on the first bypass flow passage or the battery heating line to control the flow of coolant.

3. The heating system of a vehicle according to claim 2, wherein, the first valve is installed at a branching point where the first heat exchange flow passage and the first bypass flow passage branch from each other, or at a branching point where the second heat exchange flow passage and the first bypass flow passage branch from each other.

4. The heating system of a vehicle according to claim 2, wherein, the first valve is installed on the first heat exchange flow passage or the second heat exchange flow passage.

5. The heating system of a vehicle according to claim 2, wherein, the first valve is installed at a branching point where the first heat exchange flow passage and the battery cooling line branch from each other, or at a branching point where the second heat exchange flow passage and the battery cooling line branch from each other. 6.The heating system of a vehicle according to claim 2, further comprising: a controller to control the opening degree of the first valve; in an indoor and battery heating mode, the controller controls the first valve to circulate coolant through the indoor heating line, the first heat exchange flow passage, the battery heat exchange member, and the second heat exchange flow passage.

7. The heating system of a vehicle according to claim 2, further comprising: a controller for controlling the opening degree of the first valve; in the indoor heating mode, the controller controls the first valve to enable the coolant to circulate through the indoor heating line and the first bypass flow passage.

8. The heating system of a vehicle according to claim 1, wherein: some sections of the first heat exchange flow passage and the second heat exchange flow passage are thermally connected to each other to form heat exchange sections for heat exchange; and further comprising a second bypass flow passage connecting the heat exchange sections of the first heat exchange flow passage and the second heat exchange flow passage to each other without passing through the battery heat exchange member, and a second valve installed on the second bypass flow passage to regulate the coolant flow.

9. The heating system of a vehicle according to claim 8, further comprising: a controller for controlling the opening degree of the second valve; in the indoor and battery heating mode, the controller controls the second valve to enable the coolant to circulate through the indoor heating line, the first heat exchange flow passage, the battery heat exchange member, and the second heat exchange flow passage.

10. The heating system of a vehicle according to claim 8, further comprising: a controller for controlling the opening degree of the second valve; in the indoor heating mode, the controller controls the second valve to enable the coolant to circulate through the indoor heating line, the first heat exchange flow passage, the second bypass flow passage, and the second heat exchange flow passage.

11. The heating system of a vehicle according to claim 2, wherein: some sections of the first heat exchange flow passage and the second heat exchange flow passage are thermally connected to each other to form heat exchange sections for heat exchange; a third bypass flow passage connected in parallel to the first heat exchange flow passage or the second heat exchange flow passage is provided on the first heat exchange flow passage or the second heat exchange flow passage to bypass the heat exchange sections.

12. The heating system of a vehicle according to claim 11, wherein, a third valve for regulating the coolant flow is provided on the third bypass flow passage or on the heat exchange flow passage where the third bypass flow passage is installed.

13. The heating system of a vehicle according to claim 12, wherein, when the coolant temperature is equal to or lower than a set temperature, the third valve operates to enable the coolant to flow through the heat exchange flow passage, and when the coolant temperature is higher than the set temperature, the coolant is enabled to flow through the third bypass flow passage.

14. The heating system of a vehicle according to claim 11, wherein, the first valve is a four-way valve installed at the end of the first heat exchange flow passage, the third bypass flow passage, and a branching point where the first bypass flow passage branches to regulate the coolant flow.

15. The heating system of a vehicle according to claim 14, further comprising: a controller for controlling the opening degree of the first valve; in the indoor and battery heating mode, when the coolant temperature is higher than the set temperature, the controller controls the first valve to enable the coolant to circulate through the indoor heating line, the first heat exchange flow passage, the battery heat exchange member, and the second heat exchange flow passage.

16. The heating system of a vehicle according to claim 14, further comprising: a controller for controlling an opening degree of the first valve; in the indoor and battery heating mode, when the coolant temperature is equal to or lower than the set temperature, the controller controls the first valve to enable the coolant to circulate through the indoor heating line, the third bypass flow passage, the battery heat exchange member, and the second heat exchange flow passage.

17. The heating system of a vehicle according to claim 14, further comprising: a controller for controlling an opening degree of the first valve; in the indoor heating mode, the controller controls the first valve to enable the coolant to circulate through the indoor heating line and the first bypass flow passage.

Images