Integrated thermal management system for a vehicle

Abstract

An integrated thermal management system for a vehicle, comprising: a first cooling pipe; a second cooling pipe; a refrigerant pipe; and a bypass pipe configured to branch from the second cooling pipe to connect to a cooler and configured to allow a coolant to bypass a second radiator and circulate between a high voltage battery and the cooler.

Description

TECHNICAL FIELD

[0001] The disclosure relates to an integrated thermal management system for a vehicle. BACKGROUND

[0002] The statements in this section merely provide background information related to the disclosure and can not constitute the prior art.

[0003] In recent years, as a policy of popularizing eco-friendly vehicles and a policy of favoring vehicles with high fuel economy, the number of registered eco-friendly vehicles such as electric vehicles has increased. The electric vehicle or fuel cell vehicle is an eco-friendly vehicle that replaces oil fuel and an engine with a battery and an electric motor. The electric vehicle has a system configured to drive the vehicle using an electric motor rotated by electric energy stored in a high-voltage battery, whereby the electric vehicle has advantages of not emitting harmful substances, low noise, and high energy efficiency.

[0004] In a conventional vehicle using an engine, a vehicle heating system operates using waste heat of the engine. However, since the electric vehicle does not have an engine, the electric vehicle has a system configured to operate a heater using electricity. Accordingly, the range of the electric vehicle can be reduced when heating.

[0005] In addition, in order for the battery module to maintain optimal performance for a long time, optimal temperature conditions are required.

[0006] The disclosure disclosed in this section is only to enhance the understanding of the general background of the disclosure and should not be considered as recognition or any form of suggestion of the prior art that has been known to those skilled in the art. SUMMARY

[0007] The disclosure provides an integrated thermal management system for a vehicle, which can independently and effectively control cooling and heating of an electronic driving unit, a high-voltage battery, and a vehicle interior air conditioner, and improve overall energy efficiency of the vehicle through integrated thermal management.

[0008] According to the disclosure, the integrated thermal management system for a vehicle includes a first cooling pipe configured to allow a coolant to circulate between an electronic driving unit and a first radiator, a second cooling pipe configured to allow the coolant to circulate between a high-voltage battery and a second radiator, a refrigerant pipe configured to allow a refrigerant to flow in the order of a compressor, an internal condenser of an indoor air conditioner, and an outdoor condenser, and allow the refrigerant discharged from the outdoor condenser to be introduced into the compressor through an evaporator or a cooler of the indoor air conditioner, and a bypass pipe configured to branch from the second cooling pipe to be connected to the cooler, and configured to allow the coolant to bypass the second radiator and circulate between the high-voltage battery and the cooler.

[0009] The first expansion valve can be provided in a refrigerant inlet of the chiller, and the second expansion valve can be provided in a refrigerant inlet of the evaporator.

[0010] The water heater can be provided downstream of the high-pressure battery in the second cooling pipe.

[0011] The first cooling pipe and the second cooling pipe can be connected together to the integrated accumulator, thereby partially performing refrigerant mixing.

[0012] The first radiator and the second radiator can be integrally coupled to each other.

[0013] In the indoor air conditioner, air passing through the internal condenser can pass through the electric heater.

[0014] An auxiliary pipe configured to allow refrigerant to bypass the outdoor condenser can be connected to the refrigerant pipe.

[0015] When the outdoor condenser is frosted in the heat pump mode, refrigerant in the refrigerant pipe can bypass the outdoor condenser and flow to the chiller through the auxiliary pipe.

[0016] A dehumidification pipe configured to allow refrigerant flowing in the internal condenser to be separated, bypass the outdoor condenser, and be introduced into the evaporator can be connected to the refrigerant pipe.

[0017] A third expansion valve can be provided upstream of a branching point of the dehumidification pipe in the refrigerant pipe, and in the dehumidification mode, refrigerant expanded through the third expansion valve can be supplied to the chiller while being supplied to the evaporator through the dehumidification pipe, and refrigerant passing through the chiller and the evaporator can be joined to each other and can be supplied to the compressor and the internal condenser.

[0018] An auxiliary pipe configured to allow refrigerant flowing in the internal condenser to be separated, bypass the outdoor condenser, and flow to the evaporator or the chiller, and a dehumidification pipe allowing refrigerant flowing in the internal condenser to bypass the outdoor condenser and be introduced into the evaporator can be connected to the refrigerant pipe.

[0019] A first pump can be provided in the first cooling pipe, and a second pump can be provided in the second cooling pipe.

[0020] A three-way valve can be provided at a branching point between the second cooling pipe and the bypass pipe, and the second pump can be provided between the three-way valve and the high-pressure battery.

[0021] The first pump, the second pump, the three-way valve, and the chiller can be coupled to each other to form a module.

[0022] The first cooling pipe and the second cooling pipe are connected together to the integrated accumulator, thereby partially performing refrigerant mixing, and the first pump, the second pump, the three-way valve, and the chiller can be coupled to the integrated accumulator to form a module.

[0023] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0024] So that the disclosure can be well understood, various forms thereof will now be described, by way of example with reference to the drawings in which:

[0025] Figure 1 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which an electronic drive unit 120 is cooled by a first radiator;

[0026] Figure 2 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which an electronic drive unit is cooled by a first radiator and a high voltage battery is cooled by a second radiator;

[0027] Figure 3 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which an electronic drive unit is cooled by a cooler and a high voltage battery is cooled by a cooler;

[0028] Figure 4 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which an electronic drive unit is cooled by an evaporator while a vehicle interior is cooled by the evaporator;

[0029] Figure 5 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which a high voltage battery is further cooled compared to the case of Figure 4 ;

[0030] Figure 6 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which a high voltage battery is more strongly cooled, in which case the high voltage battery is cooled by a cooler;

[0031] Figure 7 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which a high voltage battery is cooled using coolant;

[0032] Figure 8 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which a high voltage battery is more strongly cooled by a cooler;

[0033] Figure 9 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which the vehicle interior is cooled only through an evaporator, in which case air is prohibited from passing through an interior condenser;

[0034] Figure 10 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which the high-voltage battery is cooled using coolant, in which case Figure 9 is also simultaneously used;

[0035] Figure 11 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which the vehicle interior and the high-voltage battery are cooled using refrigerant;

[0036] Figure 12 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which the high-voltage battery is heated using a water heater, and the vehicle interior can be separately heated by an electric heater;

[0037] Figure 13 a dehumidification mode of an integrated thermal management system for a vehicle according to one form of the present disclosure is shown;

[0038] Figure 14 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which the high-voltage battery is rapidly charged according to the situation;

[0039] Figure 15 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, in which dehumidification is simultaneously performed;

[0040] Figure 16 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the electronic driving unit is cooled through a first cooling tube;

[0041] Figure 17 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the electronic driving unit is cooled through a first heat sink and the high-voltage battery is cooled through a second heat sink;

[0042] Figure 18 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the electronic driving unit is cooled through a cooler and the high-voltage battery is cooled through a cooler;

[0043] Figure 19 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the electronic drive unit is cooled by the evaporator while the vehicle interior is cooled by the evaporator;

[0044] Figure 20 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the high-voltage battery is further cooled compared to the case of Figure 19 ;

[0045] Figure 21 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the high-voltage battery is more strongly cooled, in which case the high-voltage battery is cooled by the chiller;

[0046] Figure 22 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the high-voltage battery is cooled using the coolant;

[0047] Figure 23 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the high-voltage battery is more strongly cooled by the chiller;

[0048] Figure 24 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the vehicle interior is cooled only by the evaporator, in which case air is prohibited from passing through the interior condenser;

[0049] Figure 25 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the high-voltage battery is also simultaneously cooled using the coolant compared to the case of Figure 24 ;

[0050] Figure 26 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which the vehicle interior and the high-voltage battery are cooled using the refrigerant;

[0051] Figure 27 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, in which, according to the principle of a heat pump, outdoor heat is absorbed by the outdoor condenser and the vehicle interior is heated by the interior condenser;

[0052] Figure 28is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which waste heat from a high-voltage battery is also absorbed through a cooler in order to more intensively heat a vehicle interior;

[0053] Figure 29 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which waste heat from a high-voltage battery is also absorbed through a cooler in order to more intensively heat a vehicle interior;

[0054] Figure 30 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which waste heat from a high-voltage battery is also absorbed through a cooler in order to more intensively heat a vehicle interior;

[0055] Figure 31 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which when an outdoor condenser is frosted due to excessive evaporation of a refrigerant, a third valve is temporarily controlled so that the refrigerant bypasses the outdoor condenser through an auxiliary pipe, and ice formed on a surface of the outdoor condenser 300 is naturally melted by external air;

[0056] Figure 32 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which dehumidification is performed using both an evaporator and an internal condenser, in which case a temperature in the internal condenser is increased by operating a heat pump using heat absorbed by the outdoor condenser;

[0057] Figure 33 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which control can be temporarily performed to defrost a frosted outdoor condenser.

[0058] The accompanying drawings described herein are for purposes of illustration only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0059] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0060] Figures 1 to 15 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which waste heat from a high-voltage battery is also absorbed through a cooler in order to more intensively heat a vehicle interior; Figures 16 to 33 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to another form of the disclosure, in which waste heat from a high-voltage battery is also absorbed through a cooler in order to more intensively heat a vehicle interior;

[0061] Figures 1 to 15 is a view illustrating mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure, which corresponds to a case where a heat pump principle is not used.

[0062] The integrated thermal management system for a vehicle according to the present disclosure can be applied to a vehicle driven by a battery and a motor, such as an electric vehicle or a fuel cell vehicle. The integrated thermal management system according to the present disclosure can perform cooling of an electronic drive unit formed of a motor, an inverter, and a converter, cooling and heating of a high-voltage battery, and cooling and heating of an indoor air conditioner.

[0063] Specifically, the integrated thermal management system according to the present disclosure can include a first cooling pipe 10 configured to allow a coolant to circulate between an electronic drive unit 120 and a first radiator 100, a second cooling pipe 20 configured to allow the coolant to circulate between a high-voltage battery 220 and a second radiator 200, a refrigerant pipe 30 configured to allow a refrigerant to flow in the order of a compressor 330, an internal condenser of an indoor air conditioner H, and an outdoor condenser 300 outside the vehicle, and allow the refrigerant discharged from the outdoor condenser 300 to be introduced into the compressor 330 through an evaporator 310 or a chiller C of the indoor air conditioner H, and a bypass pipe 25 branched from the second cooling pipe 20 so as to be connected to the chiller C, the bypass pipe 25 being configured to allow the coolant to bypass the second radiator 200 and circulate between the high-voltage battery 220 and the chiller C.

[0064] The first cooling pipe 10 allows the coolant to circulate between the electronic drive unit 120 and the first radiator 100. Since the electronic drive unit 120 is relatively stable even in a high-temperature condition, desired cooling can be achieved only by circulation of the coolant. The second cooling pipe 20 allows the coolant to circulate between the high-voltage battery 220 and the second radiator 200. In a case where it is desired to cool the high-voltage battery 220 in a mild condition, cooling is first performed using the coolant as described above. Meanwhile, the bypass pipe 25 is branched from the second cooling pipe 20 and connected to the chiller C. Accordingly, the coolant can bypass the second radiator 200 and circulate between the high-voltage battery 220 and the chiller C.

[0065] To perform circulation through the cooling tubes, a first pump 110 can be provided in the first cooling tube 10, and a second pump 210 can be provided in the second cooling tube 20. A three-way valve V1 can be provided at a branching point between the second cooling tube 20 and the bypass tube 25, and the second pump 210 can be provided between the three-way valve V1 and the high-voltage battery 220. According to the operation of the three-way valve V1, the coolant can be circulated between the high-voltage battery 220 and the second radiator 200, or can be circulated between the high-voltage battery 220 and the chiller C. In the case where mild cooling of the high-voltage battery 220 is required, cooling is performed through the second radiator 200. In the case where strong cooling of the high-voltage battery 220 is desired, cooling is performed through the chiller C.

[0066] The first pump 110, the second pump 210, the three-way valve V1, and the chiller C can be coupled to each other to form a module. The first cooling tube 10 and the second cooling tube 20 are connected together to the integrated reservoir R, thereby partially performing coolant mixing. The first pump 110, the second pump 210, the three-way valve V1, and the chiller C can be coupled to the integrated reservoir R to form a module. Since the coolant for the electronic driving unit 120 and the coolant for the high-voltage battery 220 are different from each other in terms of management temperature, it is desirable to store the coolants in the integrated reservoir R in a state of being separated from each other by partitioning. However, when the coolants are replenished, the coolants can be partially mixed together. The water heater 230 is provided downstream of the high-voltage battery 220 in the second cooling tube. In the case where high heating of the high-voltage battery 220 is desired, the water heater 230 is operated.

[0067] The first radiator 100 and the second radiator 200 can be integrally coupled to each other. That is, the radiators can have separate independent channels, and can be fixed to each other in a state where an insulating member is provided to inhibit heat exchange therebetween, whereby the radiators can be integrally coupled to each other. Accordingly, a more compact layout can be achieved.

[0068] Meanwhile, the refrigerant tube 30 allows refrigerant to flow in the order of the compressor 330, the internal condenser of the indoor air conditioner H, and the outdoor condenser 300 outside the vehicle. The refrigerant discharged from the outdoor condenser 300 selectively or simultaneously passes through the evaporator 310 of the indoor air conditioner H or the chiller C, and is then introduced into the compressor 330 via the accumulator 320.

[0069] The first expansion valve X1 can be provided in a refrigerant inlet of the chiller C, and the second expansion valve X2 can be provided in a refrigerant inlet of the evaporator 310. Accordingly, the coolant can be expanded and evaporated.

[0070] Meanwhile, in the indoor air conditioner H, air passing through the internal condenser 340 can pass through the electric heater H10. Accordingly, the interior of the vehicle can be independently heated.

[0071] Figures 1 to 15 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to one form of the present disclosure. Figure 1 A case in which the electronic driving unit 120 is cooled by the first radiator 100 is shown. Figure 2 A case in which the electronic driving unit 120 is cooled by the first radiator 100 and the high-voltage battery 220 is cooled by the second radiator 200 is shown.

[0072] Figure 3 A case in which the electronic driving unit is cooled by the cooler and the high-voltage battery is cooled by the cooler is shown. In this case, the blower of the indoor air conditioner H is not operated, and thus the waste heat from the interior condenser 340 is prohibited from being introduced into the vehicle interior.

[0073] Figure 4 A case in which the electronic driving unit is cooled by the evaporator while the vehicle interior is cooled by the evaporator is shown. In this case, the blower of the indoor air conditioner H is operated, but the air is prohibited from passing through the interior condenser 340 by the temperature control door therein, so that only cold air is introduced into the vehicle interior. Alternatively, the air can be discharged in a state in which the air temperature is controlled by the temperature control door. In this case, the first expansion valve X1 is closed, so that the refrigerant is introduced only into the evaporator 310.

[0074] Figure 5 A case in which the high-voltage battery 220 is further cooled compared to the case of Figure 4 Figure 6 A case in which the high-voltage battery 220 is more strongly cooled is shown, in which the high-voltage battery 220 is cooled by the cooler C. In this case, the refrigerant is expanded by both the first expansion valve X1 and the second expansion valve X2.

[0075] Figure 7 A case in which the high-voltage battery 220 is cooled using coolant is shown, Figure 8 A case in which the high-voltage battery 220 is more strongly cooled by the cooler C is shown. In this case, the second expansion valve X2 is closed so that the refrigerant is not introduced into the evaporator 310.

[0076] Figure 9 A case in which the vehicle interior is cooled only by the evaporator 310 is shown, in which the air is prohibited from passing through the interior condenser 340. Figure 10 A case in which the high-voltage battery 220 is also cooled using coolant simultaneously compared to the case of Figure 9 Figure 11 A case in which the vehicle interior and the high-voltage battery 220 are both cooled using refrigerant is shown.

[0077] Figure 12 ​​A case in which the high-voltage battery 220 is heated using the water heater 230 and the vehicle interior can be heated separately by the electric heater H10 is shown.

[0078] Figure 13 A dehumidification mode in which the refrigerant passes through both the evaporator 310 and the interior condenser 340 and the air passes through the evaporator to reduce the absolute humidity and is heated while passing through the interior condenser to reduce the relative humidity to discharge dry air to the vehicle interior in order to dehumidify the vehicle interior is shown.

[0079] Meanwhile, in this form, the heat pump is not used. However, in a case in which the high-voltage battery 220 is rapidly charged according to the situation, as Figure 14 shown, the vehicle interior can be temporarily heated using the extremely hot air through the interior condenser 340. As Figure 15 shown, in this case, dehumidification can also be performed simultaneously.

[0080] Figures 16 to 33 is a view showing mode-based operation of an integrated thermal management system for a vehicle according to another form of the present disclosure, each view showing an electric circuit using a heat pump principle.

[0081] In this form, an auxiliary pipe 32 configured to allow the refrigerant to bypass the outdoor condenser 300 can be connected to the refrigerant pipe 30. Thus, the phenomenon of the outdoor condenser 300 being excessively cooled and frosted when using the heat pump mode can be suppressed. When the outdoor condenser 300 is frosted in the heat pump mode, the refrigerant in the refrigerant pipe 30 can bypass the outdoor condenser 300 and flow to the chiller C through the auxiliary pipe 32.

[0082] Further, a dehumidification pipe 34 configured to allow the refrigerant flowing in the interior condenser 340 to be separated, bypass the outdoor condenser 300, and be introduced into the evaporator 310 can be connected to the refrigerant pipe 30. A third expansion valve X3 is provided upstream of a branching point of the dehumidification pipe 34 in the refrigerant pipe 30. Thus, in the dehumidification mode, the refrigerant expanded through the third expansion valve X3 can be supplied to the chiller C, while being supplied to the evaporator 310 through the dehumidification pipe 34, and the refrigerants passing through the chiller C and the evaporator 310 can be joined to each other, and can be supplied to the compressor 330 and the interior condenser 340.

[0083] Specifically, Figure 16 A case in which the electronic driving unit 120 is cooled through the first cooling pipe 10 is shown. In this case, the second valve V2 is controlled so that the coolant flows to the electronic driving unit 120, not the chiller C. Figure 17 A case in which the electronic driving unit 120 is cooled through the first radiator 100 and the high-voltage battery 220 is cooled through the second radiator 200 is shown.

[0084] Figure 18 The case where the electronic driving unit is cooled by the cooler and the high-voltage battery is cooled by the cooler is shown. In this case, the blower of the indoor air conditioner H is not operated, and thus the waste heat from the interior condenser 340 is prohibited from being introduced into the vehicle interior. The second expansion valve X2 is closed so that the refrigerant flows only to the cooler C. Further, the third expansion valve X3 is fully opened so that expansion is not performed, and the refrigerant is expanded by the first expansion valve X1 so that the refrigerant is evaporated in the cooler C.

[0085] Figure 19 The case where the electronic driving unit is cooled by the evaporator while the vehicle interior is cooled by the evaporator is shown. In this case, the blower of the indoor air conditioner H is operated, but the air is prohibited from passing through the interior condenser 340 by the temperature control door therein so that only cool air is introduced into the vehicle interior. Alternatively, the air can be discharged in a state where the air temperature is controlled by the temperature control door. In this case, the first expansion valve X1 is closed so that the refrigerant is introduced only to the evaporator 310.

[0086] Figure 20 The case where the high-voltage battery 220 is further cooled compared to the case of Figure 19 Figure 21 The case where the high-voltage battery 220 is more strongly cooled is shown, in which the high-voltage battery 220 is cooled by the cooler C. In this case, the refrigerant is expanded by both the first expansion valve X1 and the second expansion valve X2.

[0087] Figure 22 The case where the high-voltage battery 220 is cooled using coolant is shown, Figure 23 The case where the high-voltage battery 220 is more strongly cooled by the cooler C is shown. In this case, the second expansion valve X2 is closed so that the refrigerant is not introduced to the evaporator 310.

[0088] Figure 24 The case where the vehicle interior is cooled only by the evaporator 310 is shown, in which the air is prohibited from passing through the interior condenser 340. Figure 25 The case where the high-voltage battery 220 is also cooled using coolant compared to the case of Figure 24 Figure 26 The case where the vehicle interior and the high-voltage battery 220 are both cooled using refrigerant is shown.

[0089] Figure 27 The case where, according to the principle of a heat pump, the outdoor heat is absorbed by the outdoor condenser 300 and the vehicle interior is heated by the interior condenser 340 is shown. Figure 28 ​​A case in which waste heat from the high-voltage battery 220 is also absorbed through the cooler C to more intensively heat the vehicle interior is shown. Figure 29 A case in which both outdoor heat and waste heat from the electronic driving unit 120 are used to heat the vehicle interior is shown. Figure 30 A case in which all of the outdoor heat, waste heat from the high-voltage battery 220, and waste heat from the electronic driving unit 120 are used to heat the vehicle interior is shown. As described above, in a case in which heating is performed by driving the heat pump using the outdoor condenser 300, it is desirable for the outdoor condenser 300 to absorb heat, and thus the refrigerant is expanded through the third expansion valve X3.

[0090] Meanwhile, in a case in which the outdoor condenser 300 is frosted due to excessive evaporation of the refrigerant, the third valve V3 is temporarily controlled so that the refrigerant bypasses the outdoor condenser 300 through the auxiliary pipe 32. Thus, as shown, Figure 31 the ice formed on the surface of the outdoor condenser 300 is naturally melted by the outside air. In a case in which the outdoor condenser 300 is completely frosted, the outside air again passes through the outdoor condenser 300 so that the heat pump is used based on the outside air. In addition, in a case in which the auxiliary pipe 32 is not provided, when the outdoor condenser 300 is frosted, the refrigerant passes through the outdoor condenser 300. In this case, the third expansion valve X3 can be opened so that expansion is not performed, and can be replaced by expansion performed through the first expansion valve X1.

[0091] Figure 32 A case in which dehumidification is performed using both the evaporator 310 and the interior condenser 340, in which case the temperature in the interior condenser 340 increases by operation of heat absorbed by using the outdoor condenser 300. In this case, the fourth valve V4, the second expansion valve X2, or the third valve V3 can be controlled to distribute the amount of refrigerant flowing to the evaporator and the outdoor condenser 300. In a case in which the outdoor condenser is frosted, as shown, Figure 33 control can be temporarily performed to defrost the outdoor condenser, and then, as shown, Figure 32 dehumidification is performed.

[0092] As is apparent from the above description, the integrated thermal management system for a vehicle according to the present disclosure is capable of independently controlling cooling and heating of the electronic driving unit, the high-voltage battery, and the air conditioning of the vehicle interior, and improving the overall energy efficiency of the vehicle through integrated thermal management.

[0093] Although the preferred form of the present disclosure has been described above with reference to the accompanying drawings, it will be understood by those skilled in the art that the present disclosure can be implemented in various other forms without changing the technical idea or features thereof.

Claims

1. An integrated thermal management system for a vehicle, the integrated thermal management system comprising: a first cooling pipe configured to allow a coolant to circulate between an electronic drive unit and a first radiator; a second cooling pipe configured to allow a coolant to circulate between a high voltage battery and a second radiator; a refrigerant pipe configured to allow a refrigerant to flow in the order of a compressor, an internal condenser of a room air conditioner, and an outdoor condenser, and to allow the refrigerant discharged from the outdoor condenser to be introduced into the compressor through an evaporator or a cooler of the room air conditioner; a bypass pipe branched from the second cooling pipe to be connected to the cooler, and configured to allow the coolant to bypass the second radiator and circulate between the high voltage battery and the cooler; a dehumidification pipe connected with the refrigerant pipe, and configured to allow the refrigerant flowing in the internal condenser to be separated, and to allow the refrigerant to bypass the outdoor condenser and be introduced into the evaporator; and a third expansion valve placed in the refrigerant pipe upstream of a branching point of the dehumidification pipe, wherein, in a dehumidification mode, the refrigerant expanded through the third expansion valve is supplied to the cooler and the evaporator through the dehumidification pipe at the same time, and the refrigerant having passed through the cooler and the evaporator is supplied to the compressor and the internal condenser. a first expansion valve is placed in a refrigerant inlet of the cooler, and a second expansion valve is placed in a refrigerant inlet of the evaporator.

2. The integrated thermal management system of claim 1, wherein, a water heater is placed downstream of the high voltage battery in the second cooling pipe.

3. The integrated thermal management system of claim 1, wherein, the first cooling pipe and the second cooling pipe are connected together to an integrated liquid reservoir.

4. The integrated thermal management system of claim 1, wherein, the first radiator and the second radiator are coupled to each other in integration.

5. The integrated thermal management system of claim 1, wherein, in the room air conditioner, air passing through the internal condenser passes through an electric heater.

6. The integrated thermal management system of claim 1, wherein, an auxiliary pipe configured to allow the refrigerant to bypass the outdoor condenser, and connected to the refrigerant pipe.

7. The integrated thermal management system of claim 1, further comprising: when the outdoor condenser is frosted in a heat pump mode, the refrigerant in the refrigerant pipe bypasses the outdoor condenser through the auxiliary pipe and flows to the cooler.

8. The integrated thermal management system of claim 7, wherein, an auxiliary pipe and a dehumidification pipe are connected to the refrigerant pipe, 9. The integrated thermal management system of claim 1, further comprising: wherein the auxiliary pipe is configured to allow the refrigerant flowing in the internal condenser to be separated to bypass the outdoor condenser, and to flow to the evaporator or the cooler, and the dehumidification pipe is configured to allow the refrigerant flowing in the internal condenser to bypass the outdoor condenser and be introduced into the evaporator. a first pump is placed in the first cooling pipe, and a second pump is placed in the second cooling pipe.

10. The integrated thermal management system of claim 1, further comprising: a three-way valve is placed at a branching point between the second cooling pipe and the bypass pipe, and the second pump is placed between the three-way valve and the high voltage battery.

11. The integrated thermal management system of claim 10, wherein, the first pump, the second pump, the three-way valve, and the cooler are coupled to each other and form a module.

12. The integrated thermal management system of claim 11, wherein, the first cooling pipe and the second cooling pipe are connected together to an integrated liquid reservoir, and 13. The integrated thermal management system of claim 11, wherein, ​ The first pump, the second pump, the three-way valve and the cooler are coupled to the integrated liquid reservoir and form a module.

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