Integrated thermal management system for a vehicle

Abstract

Disclosed is an integrated thermal management system for a vehicle, which can include a refrigerant line, a first coolant line that circulates coolant and connects a first radiator, a high-temperature core, a heating core of an indoor air conditioner, and a high-voltage battery in parallel with each other, a second coolant line that circulates coolant and connects a second radiator, an electronic driving component, a low-temperature core, and a cooling core of the indoor air conditioner in parallel with each other, and a third coolant line that circulates coolant and connects a third radiator and the high-voltage battery in parallel to the second coolant line.

Description

Technical Field

[0001] This invention relates to an integrated thermal management system for vehicles, which can significantly reduce the amount of refrigerant used, thus being environmentally friendly. At the same time, by reducing the number of required water pumps and multi-way valves, the encapsulation size of the coolant lines can also be reduced, thereby enabling all required modes while saving total cost and reducing weight, and saving energy due to the high waste heat recovery rate. Background Technology

[0002] Recently, due to environmental concerns surrounding internal combustion engine vehicles, electric vehicles, as a form of environmentally friendly transportation, are becoming increasingly popular. However, in the case of existing internal combustion engine vehicles, the interior can be heated by the engine's waste heat, thus eliminating the need for separate heating energy. In contrast, electric vehicles lack an engine and heat source, potentially leading to reduced energy efficiency due to the need for additional energy for heating. Furthermore, current issues result in shorter driving ranges for electric vehicles, causing inconvenience such as the need for frequent charging.

[0003] Simultaneously, due to the electrification of vehicles, not only does the vehicle interior require new thermal management capabilities, but electronic components such as high-voltage batteries and motors also require new thermal management capabilities. That is, in the case of electric vehicles, the air conditioning requirements of the interior space, battery, and electronic components differ, thus necessitating a technology that can independently respond to each different requirement while efficiently and collaboratively saving energy as much as possible. Therefore, an integrated thermal management concept for vehicles is proposed to improve thermal efficiency by independently managing the thermal performance of each component while integrating the overall thermal management of the vehicle.

[0004] To achieve this integrated thermal management of vehicles, complex coolant piping and modular components need to be integrated. Therefore, a compact modular concept is also needed to modularize multiple components and simplify manufacturing and packaging.

[0005] Furthermore, the demand for environmentally friendly technologies is increasing, necessitating the use of new refrigerants. However, these new refrigerants are expensive, significantly increasing the overall price of vehicles and making maintenance more difficult. Therefore, a technology is needed that can significantly reduce refrigerant usage while utilizing existing refrigerants, thereby reducing costs and promoting vehicle manufacturing and maintenance in an environmentally friendly manner.

[0006] The information contained in this background section is intended only to enhance the understanding of the general background of the invention and should not be construed as an admission that such information constitutes prior art known to those skilled in the art or as an implication of any kind. Summary of the Invention

[0007] Various aspects of the present invention aim to provide an integrated thermal management system for vehicles, in which the amount of refrigerant used can be greatly reduced, thus being environmentally friendly, while the encapsulation size of the coolant lines can also be reduced by reducing the number of required water pumps and multi-way valves, thereby enabling all desired modes, while saving total cost and weight, and saving energy due to the high waste heat recovery rate.

[0008] According to various exemplary embodiments of the present invention for achieving the above-described objectives, an integrated thermal management system for a vehicle includes: a refrigerant line provided with a compressor, a high-temperature core, an expansion valve, and a low-temperature core, through which refrigerant circulates; a first coolant line for circulating coolant and connecting a first radiator, a high-temperature core, a heating core of an interior air conditioner, and a battery in parallel with each other; a second coolant line for circulating coolant and connecting a second radiator, an electronic drive component, a low-temperature core, and a cooling core of an interior air conditioner in parallel with each other; and a third coolant line for circulating coolant and connecting a third radiator and a battery in parallel with the second coolant line.

[0009] At least one or more multi-way valves may be installed at the branch points of the first coolant line, the second coolant line, and the third coolant line.

[0010] The first water pump can be installed on the high-temperature core side of the first coolant pipeline.

[0011] The second water pump can be installed on the side of the electronically driven component of the second coolant pipeline.

[0012] The third water pump can be installed on the third radiator side of the third coolant pipeline.

[0013] The outlet of the cooling core of the second coolant line and the outlet of the battery of the third coolant line can be connected to each other, and the fourth water pump can be located at the junction point between the outlet of the cooling core of the second coolant line and the outlet of the battery of the third coolant line.

[0014] During the cooling of the electronic drive components by external air, the coolant can circulate to the second radiator through the second coolant line, and during the cooling of the battery by external air, the coolant can circulate to the third radiator through the third coolant line.

[0015] When high-level cooling of the battery is required, the high-temperature core can dissipate heat through the first coolant line and the first radiator, and the battery can be cooled through the third coolant line and the low-temperature core.

[0016] When both high-level cooling and indoor cooling of the battery are required simultaneously, the cooling core can be cooled via a second coolant line and a cryogenic core.

[0017] When heating is required, the battery can be heated through the first coolant line and the high-temperature core, and the low-temperature core can recover waste heat through the second coolant line and the electronic drive components, or through the third coolant line and the third heat sink.

[0018] When indoor heating is required, the heating core can be heated through the first coolant line and the high-temperature core, and the low-temperature core can recover waste heat through the second coolant line and the electronic drive component, or through the third coolant line and the third radiator.

[0019] When indoor heating is required, the heating core can be heated through the first coolant line and the high-temperature core, while the low-temperature core can recover waste heat through the third coolant line and the battery.

[0020] When indoor dehumidification is required, the heating core can be heated through the first coolant line and the high-temperature core, and the cooling core can be cooled through the second coolant line and the low-temperature core.

[0021] When indoor heating and dehumidification are required simultaneously, the heating core can be heated through the first coolant pipeline and the high-temperature core, the cooling core can be cooled through the second coolant pipeline and the low-temperature core, and the low-temperature core can recover waste heat through the third coolant pipeline and the third radiator.

[0022] When indoor heating and dehumidification are required simultaneously, the heating core can be heated through the first coolant pipeline and the high-temperature core, the cooling core can be cooled through the second coolant pipeline and the low-temperature core, and the low-temperature core can recover waste heat through the second coolant pipeline and the electronic drive component.

[0023] The integrated thermal management system for vehicles according to the present invention can greatly reduce the amount of refrigerant used, thus being environmentally friendly. At the same time, it can reduce the number of required water pumps and multi-way valves, thereby enabling all the required modes, saving total cost and weight, and saving energy due to the high waste heat recovery rate.

[0024] The methods and apparatus of the present invention have other features and advantages, which will become apparent from the accompanying drawings and the following detailed description, which together serve to explain certain principles of the invention, or will be set forth in more detail in the drawings and detailed description. Attached Figure Description

[0025] Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10, Figure 11 and Figure 12 This is a view used to illustrate the operating modes of the integrated thermal management system of a vehicle according to various exemplary embodiments of the present invention.

[0026] It is understood that the accompanying drawings are not necessarily drawn to scale and present slightly simplified representations of various features illustrating the basic principles of the invention. Specific design features of the invention as included herein, including, for example, particular dimensions, orientations, positions, and shapes, will be determined in part by the particular intended application and environment of use.

[0027] In the accompanying drawings, reference numerals throughout the various figures refer to the same or equivalent parts of the invention. Detailed Implementation

[0028] Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. Although the invention will be described in conjunction with exemplary embodiments thereof, it will be understood that this description is not intended to limit the invention to those exemplary embodiments. On the other hand, the invention is intended to cover not only the exemplary embodiments thereof, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit and scope of the invention as defined by the appended claims.

[0029] Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 and Figure 12 This is a view used to illustrate the operating modes of the integrated thermal management system of a vehicle according to various exemplary embodiments of the present invention.

[0030] This invention relates to an integrated thermal management system for a vehicle, configured for use in environmentally friendly vehicles such as electric vehicles, independently air conditioning each interior space and each electronic drive component such as high-voltage batteries, motors and inverters, and recovering waste heat to maximize energy efficiency.

[0031] This invention greatly reduces the amount of refrigerant used, thus being environmentally friendly, and allows for a significant reduction in the size and scale of the refrigerant circulation system by indirectly operating air conditioning using refrigerant instead of directly cooling or heating objects using refrigerant.

[0032] Meanwhile, under current conditions, the flow of coolant around the refrigerant circulation system can become very complex. However, for the current situation, the present invention simplifies the configuration of coolant lines and greatly reduces the number of water pumps and multi-way valves, thereby providing a cheap, lightweight and easy-to-maintain system.

[0033] Figure 1 This is a view illustrating the basic system configuration of the present invention. The configuration of the invention will be described with reference to this view. An integrated thermal management system for a vehicle according to various exemplary embodiments of the present invention may include a compressor 401, a high-temperature core 402, an expansion valve 403, and a low-temperature core 404, and the system also includes a refrigerant line 400 through which refrigerant circulates. The system does not directly regulate the refrigerant line 400, but rather indirectly regulates the air through the high-temperature core 402 and the low-temperature core 404. Therefore, the high-temperature core 402 and the low-temperature core 404 are respectively provided with refrigerant and coolant flowing through independent flow paths therethrough, and the high-temperature core 402 and the low-temperature core 404 function as heat exchangers for heat exchange with each other.

[0034] Furthermore, compressor 401 and expansion valve 403 are configured to heat the high-temperature core 402 and cool the low-temperature core 404. Therefore, in the cooling cycle, the high-temperature core 402 acts as a condenser, and the low-temperature core 404 acts as an evaporator. Additionally, both compressor 401 and expansion valve 403 exchange heat with the refrigerant. Thus, when the refrigerant lines are configured in this manner, compressor 401, high-temperature core 402, expansion valve 403, and low-temperature core 404 are compactly assembled and housed in a small space, thereby reducing the size of the refrigerant circulation system to a very compact size and minimizing the amount of refrigerant used, making it environmentally friendly.

[0035] In addition, the present invention is provided with three radiators, namely the first radiator 101, the second radiator 201 and the third radiator 301, and also with three coolant lines, namely the first coolant line 100, the second coolant line 200 and the third coolant line 300.

[0036] The first coolant line 100 circulates coolant and connects the first radiator 101, the high-temperature core 402, the heating core 102 of the indoor air conditioner, and the high-voltage battery B in parallel. The second coolant line 200 circulates coolant and connects the second radiator 201, the electronic drive component E, the low-temperature core 404, and the cooling core 202 of the indoor air conditioner in parallel. The third coolant line 300 circulates coolant and connects the third radiator 301 and the high-voltage battery B in parallel to the second coolant line 200.

[0037] That is, the high-temperature core 402 dissipates heat to the first radiator 101 through the first coolant line 100, or is heated indoors through the heating core 102. In addition, the low-temperature core 404 is cooled indoors by utilizing the cooling core 202 or by absorbing waste heat from the electronic drive component E through the second coolant line 200.

[0038] In addition, the high-voltage battery B dissipates heat to the third heat sink 301 through the third coolant line 300, or provides waste heat to the low-temperature core 404.

[0039] Furthermore, at least one or more multi-way valves may be installed at the branch points of the first coolant line 100, the second coolant line 200, and the third coolant line 300. For example... Figure 1 As shown, in the first coolant line 100, the first valve V1 is located on the branch side of the high-temperature core 402, the second valve V2 is located on the branch side of the high-voltage battery B, and the third valve V3 is located on the branch side of the heating core 102. Furthermore, in the second coolant line 200, the fourth valve V4 is located on the branch side of the electronic drive component E, and the fifth valve V5 is located on the branch side of the cooling core 202. Additionally, in the third coolant line 300, the sixth valve V6 is located on the branch sides of the high-voltage battery B, the third radiator 301, and the low-temperature core 404.

[0040] Furthermore, the first water pump P1 can be located on the high-temperature core 402 side of the first coolant line 100, the second water pump P2 can be located on the electronic drive component E side of the second coolant line 200, and the third water pump P3 can be located on the third radiator 301 side of the third coolant line 300. Simultaneously, the outlet of the cooling core 202 of the second coolant line 200 and the outlet of the high-voltage battery B of the third coolant line 300 merge with each other, and the fourth water pump P4 can be located at the junction point between the outlet of the cooling core 202 of the second coolant line 200 and the outlet of the high-voltage battery B of the third coolant line 300.

[0041] Therefore, the indoor unit, electronic drive components, and high-voltage battery can be cooled and heated independently through six three-way valves and four water pumps, selectively using external air or refrigerant lines, and effectively absorbing waste heat.

[0042] Figure 1 The diagram illustrates the case where the electronic drive component E and the high-voltage battery B are cooled by external air. During the cooling of the electronic drive component E by external air, coolant circulates to the second radiator 201 through the second coolant line 200, and during the cooling of the high-voltage battery B by external air, coolant circulates to the third radiator 301 through the third coolant line 300.

[0043] Figure 2This illustrates a scenario requiring high-level cooling of the high-voltage battery B. In this case, the high-temperature core 402 dissipates heat through the first coolant line 100 and the first radiator 101, while the high-voltage battery B can be cooled through the third coolant line 300 and the low-temperature core 404. This is the case using refrigerant, thus enabling the compressor to operate.

[0044] Figure 3 This illustrates a scenario where both high-level cooling and indoor cooling of the high-voltage battery B are required simultaneously. In this case, the high-temperature core 402 dissipates heat through the first coolant line 100 and the first radiator 101, the high-voltage battery B is cooled through the third coolant line 300 and the low-temperature core 404, and simultaneously, the cooling core 202 can be cooled through the second coolant line 200 and the low-temperature core 404.

[0045] Figure 4 This illustrates a scenario where heating of the high-voltage battery B is required. In this case, the high-voltage battery B is heated via the first coolant line 100 and the high-temperature core 402. The low-temperature core 404 can recover waste heat via the second coolant line 200 and the electronic drive component E, or as... Figure 5 As shown, the low-temperature core 404 can recover waste heat from the outside air through the third coolant line 300 and the third radiator 301. Furthermore, in the current situation, when an additional temperature is required, the temperature of the high-voltage battery B can be further increased by operating the water heater 104 of the first coolant line 100.

[0046] Figure 6 This illustrates a scenario where indoor cooling is required, with cooling core 202 cooled by cryogenic core 404.

[0047] also, Figure 7 This illustrates a scenario requiring indoor heating. In the current situation, heating element 102 is heated via the first coolant line 100 and high-temperature element 402, while low-temperature element 404 recovers waste heat via the second coolant line 200 and electronically driven component E, or as... Figure 8 As shown, the low-temperature core 404 can recover waste heat from the outside air through the third coolant line 300 and the third radiator 301. Similarly, even under the current conditions, the water heater 104 or the PTC heater 103 of the indoor air conditioner can be operated when additional heating is required.

[0048] Figure 9 This illustrates a scenario where the high-voltage battery B generates significant waste heat during rapid charging. In the current situation, during indoor heating, the heating core 102 is heated via the first coolant line 100 and the high-temperature core 402, while the low-temperature core 404 can recover waste heat via the third coolant line 300 and the high-voltage battery B.

[0049] Figure 10This illustrates a scenario requiring indoor dehumidification. In this case, the heating element 102 is heated via the first coolant line 100 and the high-temperature element 402, while the cooling element 202 is cooled via the second coolant line 200 and the low-temperature element 404. Therefore, the air supplied to the room can be supplied dry with reduced absolute and relative humidity.

[0050] At the same time, such as Figure 11 As shown, when indoor heating and dehumidification are required simultaneously, the heating core 102 is heated through the first coolant line 100 and the high-temperature core 402, the cooling core 202 is cooled through the second coolant line 200 and the low-temperature core 404, and the low-temperature core 404 can recover waste heat from the outside air through the third coolant line 300 and the third radiator 301.

[0051] In addition, such as Figure 12 As shown, as another method that requires both indoor heating and indoor dehumidification, the heating core 102 is heated through the first coolant line 100 and the high-temperature core 402, the cooling core 202 is cooled through the second coolant line 200 and the low-temperature core 404, and the low-temperature core 404 can recover waste heat through the second coolant line 200 and the electronic drive component E.

[0052] The integrated thermal management system for vehicles according to the present invention can greatly reduce the amount of refrigerant used, thus being environmentally friendly. At the same time, it can reduce the number of required water pumps and multi-way valves, thereby enabling all the required modes, saving total cost and weight, and saving energy due to the high waste heat recovery rate.

[0053] For ease of explanation and precise definition in the appended claims, these features are described using the terms "upper," "lower," "inner," "outer," "up," "lower," "upward," "downward," "front," "back," "behind," "inner," "outer," "inward," "outer," "within," "outside," "forward," and "backward," with reference to the location of features in the exemplary embodiments shown in the figures. It will be further understood that the term "connection" or its derivatives refer to both direct and indirect connections.

[0054] For purposes of illustration and description, the foregoing description of specific exemplary embodiments of the invention has been provided. These descriptions are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it will be apparent that many modifications and variations are possible in light of the foregoing teachings. Exemplary embodiments were chosen and described to explain certain principles of the invention and its practical application, enabling those skilled in the art to implement and utilize the various exemplary embodiments of the invention, as well as their various alternatives and modifications. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. An integrated thermal management system for a vehicle, the system comprising: The refrigerant pipeline is equipped with a compressor, a high-temperature core, an expansion valve, and a low-temperature core, through which the refrigerant circulates; The first coolant pipeline circulates the coolant and connects the first radiator, the high-temperature core, the heating core of the indoor air conditioner, and the battery in parallel. The second coolant line circulates the coolant and connects the second radiator, the electronic drive unit, the low-temperature core, and the cooling core of the indoor air conditioner in parallel. as well as A third coolant line circulates the coolant and interconnects the third radiator and the battery in parallel with the second coolant line. The battery is connected in parallel to the upstream and downstream points of the heating core in the first coolant pipeline. The electronic drive component and the third heat sink are connected in parallel to the upstream and downstream points of the cryogenic core via the second and third coolant lines, and When both battery heating and indoor heating are required simultaneously, the coolant is supplied to the battery and the heating core through the branch of the high-temperature core, and then the coolant from the battery and the heating core merges and flows back to the high-temperature core. The low-temperature core recovers waste heat through the second coolant pipeline and the electronic drive component, or through the third coolant pipeline and the third radiator.

2. The system according to claim 1, wherein, The multi-way valve is located at the branch point of the first coolant line, the second coolant line, and the third coolant line.

3. The system according to claim 2, wherein, The branch points include a first branch point, a second branch point, a third branch point, a fourth branch point, a fifth branch point, and a sixth branch point, and The multi-way valve includes: The first valve is located at the first branch point of the high-temperature core in the first coolant line. A second valve is located in the first coolant line at the second branch point of the battery. The third valve is located at the third branch point of the heating core in the first coolant line. A fourth valve is located in the second coolant line at the fourth branch point of the electronic drive component; A fifth valve, located in the second coolant line, is disposed at the fifth branch point of the cooling core; and The sixth valve is located in the third coolant line at the sixth branch point of the battery, the third radiator, and the cryogenic core.

4. The system according to claim 1, wherein, The first water pump is located on the high-temperature core side of the first coolant pipeline.

5. The system according to claim 1, wherein, The second water pump is located on the electronic drive component side of the second coolant pipeline.

6. The system according to claim 1, wherein, The third water pump is located on the third radiator side of the third coolant pipeline.

7. The system according to claim 1, wherein, The outlet of the cooling core of the second coolant line and the outlet of the battery of the third coolant line meet at a junction point, and a fourth water pump is located at the junction point between the outlet of the cooling core of the second coolant line and the outlet of the battery of the third coolant line.

8. The system according to claim 1, wherein, During the cooling of the electronic drive component by external air, coolant circulates to the second heat sink through the second coolant line, and during the cooling of the battery by external air, coolant circulates to the third heat sink through the third coolant line.

9. The system according to claim 1, wherein, When high-level cooling of the battery is required, the high-temperature core dissipates heat through the first coolant line and the first radiator, and the battery is cooled through the third coolant line and the low-temperature core.

10. The system according to claim 8, wherein, When both high-level cooling and indoor cooling of the battery are required simultaneously, the cooling core is cooled through the second coolant line and the cryogenic core.

11. The system according to claim 1, wherein, When the battery needs to be heated, the battery is heated through the first coolant line and the high-temperature core, and the low-temperature core recovers waste heat through the second coolant line and the electronic drive component, or through the third coolant line and the third heat sink.

12. The system according to claim 1, wherein, When indoor heating is required, the heating core is heated through the first coolant line and the high-temperature core, and the low-temperature core recovers waste heat through the second coolant line and the electronic drive component, or through the third coolant line and the third radiator.

13. The system according to claim 1, wherein, When indoor heating is required, the heating core is heated through the first coolant line and the high-temperature core, and the low-temperature core recovers waste heat through the third coolant line and the battery.

14. The system according to claim 1, wherein, When indoor dehumidification is required, the heating core is heated through the first coolant pipeline and the high-temperature core, and the cooling core is cooled through the second coolant pipeline and the low-temperature core.

15. The system according to claim 1, wherein, When both indoor heating and dehumidification are required simultaneously, the heating core is heated through the first coolant pipeline and the high-temperature core, the cooling core is cooled through the second coolant pipeline and the low-temperature core, and the low-temperature core recovers waste heat through the third coolant pipeline and the third radiator.

16. The system according to claim 1, wherein, When both indoor heating and dehumidification are required simultaneously, the heating core is heated through the first coolant pipeline and the high-temperature core, the cooling core is cooled through the second coolant pipeline and the low-temperature core, and the low-temperature core recovers waste heat through the second coolant pipeline and the electronic drive component.

17. The system according to claim 1, wherein, The water heater is installed on the first coolant pipeline.

18. The system according to claim 1, wherein, The PTC heater is disposed adjacent to the heating core.

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