Thermal management system of vehicle and control method thereof

Abstract

The invention relates to a thermal management system of a vehicle and a control method thereof. A thermal management system of a vehicle includes: a refrigerant subsystem including a refrigerant circulation path; a first coolant subsystem including a first coolant circulation path and a PE assembly fluidly connected to the first coolant circulation path; a second coolant subsystem including a second coolant circulation path and a heat sink and a pump fluidly connected to the second coolant circulation path; a heat exchanger including a refrigerant passage fluidly connected to the refrigerant circulation path, a first coolant passage fluidly connected to the first coolant circulation path, and a second coolant passage fluidly connected to the second coolant circulation path; and a controller configured to control a pump of the second coolant subsystem based on a temperature of a refrigerant flowing into a refrigerant passage of the heat exchanger and a temperature of a second coolant flowing into a second coolant passage of the heat exchanger.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The present application claims priority to Korean Patent Application No. 10-2023-0165180 filed on November 24, 2023, the entire contents of which is incorporated herein for all purposes by this reference. Technical Field

[0003] The present invention relates to a thermal management system of a vehicle and a control method thereof, and more particularly to a thermal management system of a vehicle and a control method thereof, which are intended to prevent heat energy loss of a refrigerant in a heat exchanger, wherein the heat exchanger is thermally connected to a first coolant subsystem, a second coolant subsystem and a refrigerant subsystem. Background Art

[0004] As energy efficiency and environmental issues become more and more important, there is a need to develop environmentally friendly vehicles that can replace internal combustion engine vehicles. Such environmentally friendly vehicles are divided into electric vehicles that use fuel cells or electricity as a power source for driving and hybrid electric vehicles that use an engine and a battery for driving.

[0005] The environmentally friendly vehicle may include a thermal management system for the vehicle, which is used to perform heating, ventilation and air conditioning (HVAC) in the vehicle cabin (or passenger compartment) and maintain the battery and / or power electronics (PE) components at an appropriate temperature. The thermal management system of the vehicle may include a refrigerant subsystem thermally connected to the vehicle cabin, a first coolant subsystem thermally connected to the PE components, a second coolant subsystem fluidly connected to the radiator, and a third coolant subsystem fluidly connected to the battery. The second coolant subsystem and the third coolant subsystem may be fluidly connected or separated from each other by a control valve.

[0006] In addition, the thermal management system of the vehicle may include a heat exchanger through which the refrigerant subsystem, the first coolant subsystem, and the second coolant subsystem are thermally connected. The heat exchanger may include a refrigerant channel fluidly connected to the refrigerant subsystem, a first coolant channel fluidly connected to the first coolant subsystem, and a second coolant channel fluidly connected to the second coolant subsystem. When the refrigerant subsystem is operated in a heating mode for heating the cabin, the refrigerant passing through the refrigerant channel of the heat exchanger may absorb heat from the first coolant passing through the first coolant channel of the heat exchanger and the second coolant passing through the second coolant channel of the heat exchanger, so that the refrigerant passing through the refrigerant channel may evaporate, and the first coolant passing through the first coolant channel and the second coolant passing through the second coolant channel may cool. When the temperature of the refrigerant passing through the refrigerant channel is lower than the temperature of the first coolant passing through the first coolant channel and the temperature of the second coolant passing through the second coolant channel, the refrigerant may stably absorb heat from the first coolant and the second coolant.

[0007] However, when the vehicle is running with the refrigerant subsystem operating in heating mode, the temperature of the PE component can continue to rise, so that the temperature (saturation temperature) of the refrigerant in the heat exchanger can be relatively increased by the first coolant, and the second coolant can exchange heat with the ambient air via the radiator, so that the temperature of the second coolant can be relatively reduced. Therefore, since the temperature of the refrigerant is relatively increased to exceed the temperature of the second coolant, heat can be released from the refrigerant to the second coolant. That is, when the vehicle is running with the refrigerant subsystem operating in heating mode, the heat in the heat exchanger may be released from the refrigerant to the second coolant, resulting in heat energy loss of the refrigerant in the heat exchanger. Therefore, the refrigerant in the heat exchanger may not be fully evaporated, and the cabin heating performance of the refrigerant subsystem will be relatively reduced.

[0008] The information contained in this background of the invention is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgment or any form of suggestion that this information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0009] Various aspects of the present invention are intended to provide a vehicle thermal management system and a control method thereof, which are intended to prevent heat energy loss of the refrigerant in a heat exchanger thermally connecting a first coolant subsystem, a second coolant subsystem, and a refrigerant subsystem, thereby relatively improving the cabin heating performance of the refrigerant subsystem.

[0010] According to one aspect of the present invention, a thermal management system of a vehicle may include: a refrigerant subsystem, a first coolant subsystem, a second coolant subsystem, a heat exchanger and a controller, the refrigerant subsystem including a refrigerant circulation path; the first coolant subsystem including a first coolant circulation path and a power electronic device (PE) component fluidly connected to the first coolant circulation path; the second coolant subsystem including a second coolant circulation path and a radiator and a pump fluidly connected to the second coolant circulation path; the heat exchanger including a refrigerant channel fluidly connected to the refrigerant circulation path of the refrigerant subsystem, a first coolant channel fluidly connected to the first coolant circulation path of the first coolant subsystem, and a second coolant channel fluidly connected to the second coolant circulation path of the second coolant subsystem; the controller is configured to control the pump of the second coolant subsystem based on the temperature of the refrigerant flowing into the refrigerant channel of the heat exchanger and the temperature of the second coolant flowing into the second coolant channel of the heat exchanger.

[0011] The controller may be configured to stop the pump of the second coolant subsystem when the temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger is higher than the temperature of the second coolant flowing into the second coolant passage of the heat exchanger.

[0012] The controller may be configured to stop the pump of the second coolant subsystem when an inlet-side refrigerant temperature detected at an inlet of the refrigerant passage of the heat exchanger is higher than an inlet-side coolant temperature detected at an inlet of the second coolant passage of the heat exchanger.

[0013] The thermal management system of the vehicle may further include: a first sensor and a second sensor, wherein the first sensor is arranged at a downstream side of the radiator; and the second sensor is arranged at an upstream side of a compressor of the refrigerant subsystem. The controller may be configured to calculate a saturation temperature of the refrigerant passing through the refrigerant passage of the heat exchanger based on a suction pressure of the compressor detected by the second sensor.

[0014] The controller may be configured to stop the pump of the second coolant subsystem when the calculated sum of the saturation temperature and the correction temperature of the refrigerant is higher than the coolant temperature detected by the first sensor.

[0015] The first coolant subsystem may further include: a PE radiator, a bypass line, and a control valve, wherein the PE radiator is fluidly connected to the first coolant circulation path; the bypass line is connected to the first coolant circulation path upstream and downstream of the PE radiator and allows the first coolant to bypass the PE radiator; the control valve is configured to regulate the flow of the first coolant between the bypass line and the PE radiator.

[0016] The controller may be configured to control the control valve so that the first coolant bypasses the PE radiator via the bypass line when a temperature difference between the temperature of the PE component and the ambient temperature is greater than a first threshold.

[0017] The controller may be configured to stop the pump of the second coolant subsystem when the temperature difference between the temperature of the PE component and the ambient temperature is greater than a second threshold. The second threshold may be greater than the first threshold.

[0018] The controller may be configured to operate the pump of the second coolant subsystem when the temperature difference between the temperature of the PE component and the ambient temperature is less than or equal to a third threshold. The third threshold may be less than the first threshold.

[0019] According to another aspect of the present invention, a method for controlling a thermal management system of a vehicle, the thermal management system of the vehicle includes a refrigerant subsystem, a first coolant subsystem, a second coolant subsystem and a heat exchanger, the refrigerant subsystem includes a refrigerant circulation path, the first coolant subsystem includes a first coolant circulation path and a PE component fluidly connected to the first coolant circulation path, the second coolant subsystem includes a second coolant circulation path and a radiator and a pump fluidly connected to the second coolant circulation path, the heat exchanger includes a refrigerant channel fluidly connected to the refrigerant circulation path of the refrigerant subsystem, a first coolant channel fluidly connected to the first coolant circulation path of the first coolant subsystem, and a second coolant channel fluidly connected to the second coolant circulation path of the second coolant subsystem; the method may include: calculating, by a controller, a temperature of the refrigerant flowing into the refrigerant channel of the heat exchanger and a temperature of the second coolant flowing into the second coolant channel of the heat exchanger; and controlling, by the controller, a pump of the second coolant subsystem based on the temperature of the refrigerant flowing into the refrigerant channel of the heat exchanger, the temperature of the second coolant flowing into the second coolant channel of the heat exchanger, and a temperature difference between the temperature of the PE component and the ambient temperature.

[0020] The controlling of the pump may include stopping the pump of the second coolant subsystem when the temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger is higher than the temperature of the second coolant flowing into the second coolant passage of the heat exchanger.

[0021] Controlling the pump may include stopping the pump of the second coolant subsystem when an inlet-side refrigerant temperature detected at an inlet of the refrigerant passage of the heat exchanger is higher than an inlet-side coolant temperature detected at an inlet of the second coolant passage of the heat exchanger.

[0022] The controlling of the pump may include calculating a saturation temperature of the refrigerant passing through the refrigerant passage of the heat exchanger based on a suction pressure of a compressor of the refrigerant subsystem detected by a second sensor disposed at an upstream side of the compressor.

[0023] The controlling of the pump may include stopping the pump of the second coolant subsystem when the calculated sum of the saturation temperature and the correction temperature of the refrigerant is higher than the coolant temperature detected by the first sensor arranged at the downstream side of the radiator.

[0024] Controlling the pump may include controlling the control valve to allow the first coolant to bypass the PE radiator fluidly connected to the first coolant circulation path via a bypass line when a temperature difference between the temperature of the PE component and the ambient temperature is greater than a first threshold.

[0025] The control of the pump may include: when the temperature difference between the temperature of the PE component and the ambient temperature is greater than a second threshold, stopping the pump of the second coolant subsystem. The second threshold may be greater than the first threshold.

[0026] The control of the pump may include: when the temperature difference between the temperature of the PE component and the ambient temperature is less than or equal to a third threshold, operating the pump of the second coolant subsystem. The third threshold may be less than the first threshold.

[0027] By incorporating the accompanying drawings and Figure 1 Other features and advantages of the methods and apparatus of the present invention will become apparent or be described in more detail with reference to specific embodiments that illustrate certain principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A thermal management system for a vehicle according to an exemplary embodiment of the present invention is shown;

[0029] Figure 2 shows a state in which the refrigerant subsystem operates in a heating mode and the first coolant subsystem operates in a waste heat recovery mode in a thermal management system of a vehicle according to an exemplary embodiment of the present invention; and

[0030] Figure 3 A flowchart of a method for controlling a thermal management system of a vehicle according to an exemplary embodiment of the present invention is shown.

[0031] It is to be understood that the accompanying drawings are not necessarily to scale, but rather are a suitable simplified representation of the various features illustrating the basic principles of the present invention. The predetermined design features of the present invention as included herein (including, for example, specific size, orientation, position and shape) will be determined in part by the specific target application and use environment.

[0032] In the figures, like reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0033] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments of the present invention, it should be understood that this specification is not intended to limit the present invention to those exemplary embodiments of the present invention. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternatives, variants, equivalents and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0034] Hereinafter, various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the accompanying drawings, the same reference numerals will be used to refer to the same or equivalent elements from beginning to end. In addition, the detailed description of the known technology related to the present invention will be omitted to avoid unnecessary obscurity of the gist of the present invention.

[0035] Terms such as first, second, A, B, (a) and (b) can be used to describe the elements in the exemplary embodiments of the present invention. These terms are only used to distinguish an element from another element, and the intrinsic characteristics, order or sequence of the corresponding elements, etc. are not limited by these terms. Unless otherwise defined, all terms used herein (including technical terms or scientific terms) include the same meaning as the meaning generally understood by those of ordinary skill in the technical field to which the present invention belongs. These terms as defined in the commonly used dictionary should be interpreted as having the meaning equivalent to the contextual meaning in the relevant technical field, and should not be interpreted as having an ideal or too formal meaning, unless clearly defined as having such meaning in the application.

[0036] refer to Figure 1 , a thermal management system of a vehicle according to an exemplary embodiment of the present invention may include: a refrigerant subsystem 10, a first coolant subsystem 21, a second coolant subsystem 22 and a third coolant subsystem 23, wherein the refrigerant subsystem 10 is thermally connected to a vehicle compartment (or a passenger compartment), the first coolant subsystem 21 is thermally connected to power electronic equipment (PE) components 41a, 41b, 41c, 41d and 41e, the second coolant subsystem 22 is thermally connected to a radiator 53, and the third coolant subsystem 23 is thermally connected to a battery 61.

[0037] The thermal management system of the vehicle according to the exemplary embodiment of the present invention may include a heat exchanger 80, through which the refrigerant subsystem 10, the first coolant subsystem 21, and the second coolant subsystem 22 are thermally connected to each other. The heat exchanger 80 may be configured to transfer heat between the refrigerant circulating in the refrigerant subsystem 10, the first coolant circulating in the first coolant subsystem 21, and the second coolant circulating in the second coolant subsystem 22. The heat exchanger 80 may include a refrigerant channel 81, a first coolant channel 82, and a second coolant channel 83, the refrigerant channel 81 being fluidly connected to the refrigerant circulation path 30 of the refrigerant subsystem 10, the first coolant channel 82 being fluidly connected to the first coolant circulation path 40 of the first coolant subsystem 21, and the second coolant channel 83 being fluidly connected to the second coolant circulation path 50 of the second coolant subsystem 22.

[0038] The refrigerant subsystem 10 may be configured to heat or cool air flowing into the vehicle cabin using the refrigerant circulating in the refrigerant circulation path 30. The refrigerant circulation path 30 may be configured to fluidly connect the compressor 11, the interior condenser 12, the heating side expansion valve 13, the heat exchanger 80, the exterior heat exchanger 14, the cooling side expansion valve 15, and the evaporator 16. The refrigerant circulation path 30 may be configured to change the flow of the refrigerant according to various operating modes of the thermal management system of the vehicle.

[0039] The compressor 11 may be configured to compress the refrigerant so that the refrigerant can circulate. According to an exemplary embodiment of the present invention, the compressor 11 may be an electric compressor driven by electric energy.

[0040] The refrigerant subsystem 10 may include an accumulator 17 disposed at an upstream side of the compressor 11. The accumulator 17 may separate liquid refrigerant from the refrigerant passage 81 of the heat exchanger 80 and / or the refrigerant received by the evaporator 16, and prevent the liquid refrigerant from flowing into the compressor 11.

[0041] The interior condenser 12 may be located on the downstream side of the compressor 11, and the interior condenser 12 may be configured to condense the refrigerant received from the compressor 11. That is, the refrigerant compressed by the compressor 11 may transfer heat to the air and condense in the interior condenser 12. Therefore, the interior condenser 12 may heat the air using the refrigerant compressed by the compressor 11, and the air heated by the interior condenser 12 may be guided into the vehicle cabin so that the vehicle cabin may be heated. The interior condenser 12 may correspond to a heater core of a heating, ventilation, and air conditioning (HVAC) system of an internal combustion engine vehicle.

[0042] The heating-side expansion valve 13 may be disposed on the downstream side of the interior condenser 12. When the refrigerant subsystem 10 operates in a heating mode for heating the vehicle cabin, the heating-side expansion valve 13 may be configured to regulate the flow of the refrigerant flowing into the refrigerant passage 81 of the heat exchanger 80 and / or the flow rate of the refrigerant and expand the refrigerant.

[0043] According to an exemplary embodiment of the present invention, the heating side expansion valve 13 may be an electronic expansion valve (EXV) including an actuator 13a. The actuator 13a may include a shaft that is movable to open or close an orifice defined in the valve body of the heating side expansion valve 13, and the position of the shaft may vary according to the rotation direction, degree of rotation, etc. of the actuator 13a, and accordingly, the opening of the orifice of the heating side expansion valve 13 may vary. The controller 100 may be configured to control the operation of the actuator 13a. The heating side expansion valve 13 may be a fully open type EXV. When the refrigerant subsystem 10 is not operating in the heating mode, the heating side expansion valve 13 may be fully opened (the opening of the heating side expansion valve 13 may be 100%). Accordingly, when the refrigerant passes through the heating side expansion valve 13, the refrigerant may not be expanded by the heating side expansion valve 13.

[0044] The external heat exchanger 14 may be located on the downstream side of the refrigerant passage 81 of the heat exchanger 80, and the external heat exchanger 14 may include a refrigerant passage through which the refrigerant passes. The external heat exchanger 14 may be arranged adjacent to the front grille of the vehicle, and the external heat exchanger 14 may be configured to contact the air flowing into the front grille of the vehicle. The external heat exchanger 14 may be configured to transfer heat between the refrigerant and the ambient air. The external heat exchanger 14 may exchange heat with the ambient air forcibly blown by the cooling fan 25, thereby further improving the heat transfer rate between the external heat exchanger 14 and the ambient air.

[0045] The cooling side expansion valve 15 may be located on the downstream side of the external heat exchanger 14, and the cooling side expansion valve 15 may be located on the upstream side of the evaporator 16. The cooling side expansion valve 15 may be configured to adjust the flow of the refrigerant flowing into the evaporator 16 and / or the flow rate of the refrigerant, and expand the refrigerant received from the external heat exchanger 14 during the cooling operation of the heating, ventilation and air conditioning (HVAC) system. According to an exemplary embodiment of the present invention, the cooling side expansion valve 15 may be a thermal expansion valve (TXV) that detects the temperature and / or pressure of the refrigerant and adjusts the opening degree of the cooling side expansion valve 15.

[0046] The evaporator 16 may be arranged on the downstream side of the cooling-side expansion valve 15, and receive the refrigerant expanded by the cooling-side expansion valve 15. The evaporator 16 may be configured to cool the air using the refrigerant received from the cooling-side expansion valve 15. That is, the refrigerant expanded by the cooling-side expansion valve 15 may absorb heat from the air and evaporate in the evaporator 16. During the cooling operation of the HVAC system, the evaporator 16 may be configured to cool the air flowing into the vehicle cabin using the refrigerant expanded by the cooling-side expansion valve 15.

[0047] The refrigerant circulation path 30 may include: a first refrigerant pipeline 31, a second refrigerant pipeline 32, a third refrigerant pipeline 33, a fourth refrigerant pipeline 34, a fifth refrigerant pipeline 35 and a sixth refrigerant pipeline 36, wherein the first refrigerant pipeline 31 extends from the outlet of the compressor 11 to the internal condenser 12, the second refrigerant pipeline 32 extends from the internal condenser 12 to the heating side expansion valve 13, the third refrigerant pipeline 33 extends from the heating side expansion valve 13 to the inlet of the external heat exchanger 14, the fourth refrigerant pipeline 34 extends from the outlet of the external heat exchanger 14 to the cooling side expansion valve 15, the fifth refrigerant pipeline 35 extends from the cooling side expansion valve 15 to the inlet of the evaporator 16, and the sixth refrigerant pipeline 36 extends from the outlet of the evaporator 16 to the inlet of the compressor 11.

[0048] The refrigerant subsystem 10 may include a distribution line 37 fluidly connected to the refrigerant circulation path 30, and the distribution line 37 may connect an upstream point of the cooling-side expansion valve 15 and an upstream point of the compressor 11. An inlet of the distribution line 37 may be connected to a first connection point 34a of the fourth refrigerant line 34 at an upstream point of the cooling-side expansion valve 15, and an outlet of the distribution line 37 may be connected to a connection point 36a of the sixth refrigerant line 36 at an upstream point of the compressor 11. The distribution line 37 may be configured such that at least a portion of the refrigerant discharged from the external heat exchanger 14 bypasses the cooling-side expansion valve 15 and the evaporator 16.

[0049] The thermal management system of the vehicle according to the exemplary embodiment of the present invention may include a battery chiller 18 that thermally connects the distribution line 37 of the refrigerant circulation path 30 and the third coolant circulation path 60 of the third coolant subsystem 23. The battery chiller 18 may be fluidly connected to the distribution line 37, and the battery chiller 18 may be configured to transfer heat between the refrigerant passing through the distribution line 37 and the coolant passing through the third coolant circulation path 60 of the third coolant subsystem 23. The battery chiller 18 may include a refrigerant channel 18a that is fluidly connected to the distribution line 37 of the refrigerant circulation path 30 and a coolant channel 18b that is fluidly connected to the third coolant circulation path 60 of the third coolant subsystem 23. The refrigerant passing through the refrigerant channel 18a may absorb heat from the coolant passing through the coolant channel 18b, and accordingly, the refrigerant may be evaporated and the coolant may be cooled.

[0050] In addition, a chiller-side expansion valve 19 may be located on the upstream side of the battery chiller 18. The chiller-side expansion valve 19 may be configured to adjust the flow of refrigerant and / or the flow rate of the refrigerant flowing into the battery chiller 18 and expand the refrigerant received from the external heat exchanger 14.

[0051] According to an exemplary embodiment of the present invention, the chiller-side expansion valve 19 may be an EXV including an actuator 19a. The actuator 19a may include a shaft that is movable to open or close an orifice defined in a valve body of the chiller-side expansion valve 19, and the position of the shaft may vary according to the rotation direction, degree of rotation, etc. of the actuator 19a, and accordingly, the opening of the orifice of the chiller-side expansion valve 19 may vary. The controller 100 may be configured to control the operation of the actuator 19a. The chiller-side expansion valve 19 may be a fully open type EXV. When the opening of the chiller-side expansion valve 19 changes, the flow rate of the refrigerant flowing into the refrigerant channel 18a of the battery chiller 18 may change. When the opening of the cooling-side expansion valve 15 and the opening of the chiller-side expansion valve 19 are adjusted, the refrigerant may be distributed to the evaporator 16 and the battery chiller 18 in a predetermined ratio.

[0052] The thermal management system of a vehicle according to an exemplary embodiment of the present invention may include a front HVAC housing 1 that accommodates an interior condenser 12 and an evaporator 16. The front HVAC housing 1 may be arranged to face the front seat area of ​​the vehicle cabin, the evaporator 16 may be configured to evaporate the refrigerant, thereby cooling the air flowing into the front seat area of ​​the vehicle cabin, and the interior condenser 12 may be configured to condense the refrigerant, thereby heating the air flowing into the front seat area of ​​the vehicle cabin. The front electric heater 1a may be arranged adjacent to the interior condenser 12, and the front electric heater 1a may be a positive temperature coefficient (PTC) heater. When it is necessary to heat the front seat area of ​​the vehicle cabin, the front electric heater 1a may operate to heat the air passing through the front HVAC housing 1. An air mixing door may be arranged between the evaporator 16 and the interior condenser 12. When the position of the air mixing door changes, the flow rate of the air cooled by the evaporator 16 and the flow rate of the air heated by the interior condenser 12 may be mixed in a predetermined ratio.

[0053] The refrigerant subsystem 10 may include a rear connecting line 38 fluidly connected to the refrigerant circulation path 30, and the rear connecting line 38 may connect an upstream point of the cooling side expansion valve 15 and the distribution line 37. An inlet of the rear connecting line 38 may be connected to a second connection point 34b of the fourth refrigerant line 34 at an upstream point of the cooling side expansion valve 15, and the second connection point 34b may be located on the downstream side of the first connection point 34a. An outlet of the rear connecting line 38 may be connected to a connection point 37a of the distribution line 37 at an upstream point of the compressor 11. The rear connecting line 38 may be configured so that at least a portion of the refrigerant discharged from the external heat exchanger 14 bypasses the cooling side expansion valve 15 and the evaporator 16.

[0054] The thermal management system of the vehicle according to the exemplary embodiment of the present invention may include a rear evaporator 116 fluidly connected to the rear connection line 38 and a rear HVAC housing 2 accommodating the rear evaporator 116. The rear HVAC housing 2 may be arranged to face the rear seat area of ​​the vehicle cabin, and the rear evaporator 116 may be configured to evaporate the refrigerant, thereby cooling the air flowing into the rear seat area of ​​the vehicle cabin. The rear electric heater 2a may be arranged adjacent to the rear evaporator 116, and the rear electric heater 2a may be a PTC heater. When it is necessary to heat the rear seat area of ​​the vehicle cabin, the rear electric heater 2a may operate to heat the air passing through the rear HVAC housing 2.

[0055] The refrigerant subsystem 10 may include a rear expansion valve 115 located on the upstream side of the rear evaporator 116. The rear expansion valve 115 may be configured to adjust the flow of the refrigerant and / or the flow rate of the refrigerant flowing into the rear evaporator 116, and expand the refrigerant received from the external heat exchanger 14 during the cooling operation of the HVAC system. According to an exemplary embodiment of the present invention, the rear expansion valve 115 may be a TXV, which detects the temperature and / or pressure of the refrigerant and adjusts the opening degree of the rear expansion valve 115.

[0056] The refrigerant subsystem 10 may include a shut-off valve 39 located on the upstream side of the cooling-side expansion valve 15 and the rear-side expansion valve 115. When the shut-off valve 39 is open, the refrigerant may be directed to the cooling-side expansion valve 15 and the rear-side expansion valve 115. When the shut-off valve 39 is closed, the refrigerant may not be directed to the cooling-side expansion valve 15 and the rear-side expansion valve 115.

[0057] The refrigerant subsystem 10 may include a heating-side bypass line 91 that connects a downstream point of the refrigerant channel 81 of the heat exchanger 80 and an upstream point of the compressor 11. An inlet of the heating-side bypass line 91 may be connected to the third refrigerant line 33 of the refrigerant circulation path 30 at a downstream point of the refrigerant channel 81 of the heat exchanger 80, and an outlet of the heating-side bypass line 91 may be connected to a connection point 36b of the sixth refrigerant line 36 of the refrigerant circulation path 30 at an upstream point of the compressor 11.

[0058] The control valve 96 may be disposed at the inlet of the heating-side bypass line 91, and the control valve 96 may be located between the external heat exchanger 14 and the refrigerant passage 81 of the heat exchanger 80. The control valve 96 may be configured to control the flow of refrigerant between the heat exchanger 80, the external heat exchanger 14, and the compressor 11.

[0059] The control valve 96 may include a first port 96a in fluid communication with the refrigerant passage 81 of the heat exchanger 80, a second port 96b in fluid communication with the heating-side bypass line 91, and a third port 96c in fluid communication with the external heat exchanger 14. The control valve 96 may be configured to fluidly connect the first port 96a to at least one of the second port 96b and the third port 96c under the control of the controller 100.

[0060] When the valve 96 is controlled to fluidly connect the first port 96 a to the third port 96 c by the controller 100 , the refrigerant exhausted from the refrigerant passage 81 of the heat exchanger 80 may be guided to the external heat exchanger 14 .

[0061] When the valve 96 fluidly connects the first port 96 a to the second port 96 b through the controller 100 , refrigerant exhausted from the refrigerant passage 81 of the heat exchanger 80 may be guided to the compressor 11 via the heating-side bypass line 91 .

[0062] The refrigerant subsystem 10 may further include a dehumidification-side bypass line 92 that connects an upstream point of the refrigerant passage 81 of the heat exchanger 80 and an upstream point of the evaporator 16. An inlet of the dehumidification-side bypass line 92 may be connected to a connection point 33a of a third refrigerant line 33 of the refrigerant circulation path 30 between the refrigerant passage 81 of the heat exchanger 80 and the heating-side expansion valve 13, and an outlet of the dehumidification-side bypass line 92 may be connected to a connection point 35a of a fifth refrigerant line 35 of the refrigerant circulation path 30 at an upstream point of the evaporator 16. The dehumidification-side bypass valve 93 may be set to open or close the dehumidification-side bypass line 92. When the dehumidification-side bypass valve 93 is opened, the refrigerant may be guided to the evaporator 16 via the dehumidification-side bypass line 92. When dehumidification is required in the passenger compartment in the heating mode of the refrigerant subsystem 10, the dehumidification-side bypass valve 93 may be opened so that at least a portion of the refrigerant discharged from the heating-side expansion valve 13 is guided to the evaporator 16 via the dehumidification-side bypass line 92. Accordingly, a portion of the refrigerant guided to the evaporator 16 may cool the air passing through the outer surface of the evaporator 16, thereby dehumidifying the air. Therefore, heating and dehumidification of the passenger compartment may be performed simultaneously.

[0063] The first coolant subsystem 21 may be configured to cool the PE components 41a, 41b, 41c, 41d, and 41e by circulating the first coolant in the first coolant circulation path 40. The first coolant circulation path 40 may be fluidly connected to the PE components 41a, 41b, 41c, 41d, and 41e, the pump 42, the PE radiator 43, the first coolant channel 82 of the heat exchanger 80, and the reservoir 49.

[0064] According to an exemplary embodiment of the present invention, the PE components 41a, 41b, 41c, 41d and 41e may include a front wheel side inverter 41a, an integrated charging control unit (ICCU) 41b, a rear wheel side inverter 41c, a rear wheel side motor 41d or a rear wheel side motor cooler fluidically connected to the rear wheel side motor 41d, and a front wheel side motor 41e or a front wheel side motor cooler fluidly connected to the front wheel side motor 41e.

[0065] Each of the PE components 41a, 41b, 41c, 41d, and 41e may include a coolant channel disposed inside or outside, and the first coolant may pass through the coolant channel. The first coolant circulation path 40 may be fluidly connected to the coolant channel of each of the PE components 41a, 41b, 41c, 41d, and 41e.

[0066] The PE radiator 43 may be disposed adjacent to a front grille of the vehicle, and the PE radiator 43 may be cooled using ambient air forcibly blown by the cooling fan 25 .

[0067] The reservoir 49 may be located between the outlet of the PE radiator 43 and the inlet of the pump 42. The reservoir 49 may temporarily store and replenish the first coolant so that the flow rate of the first coolant circulating in the first coolant circulation path 40 may be kept constant.

[0068] The pump 42 may be disposed on the upstream side of the PE components 41 a , 41 b , 41 c , 41 d , and 41 e .

[0069] The first coolant subsystem 21 may further include a bypass line 45 that allows the first coolant to bypass the PE radiator 43, and the bypass line 45 may be fluidly connected to the first coolant circulation path 40. The bypass line 45 may be configured to directly connect an upstream point of the PE radiator 43 and a downstream point of the PE radiator 43, so that the first coolant can bypass the PE radiator 43 via the bypass line 45.

[0070] The inlet of the bypass line 45 may be fluidly connected to the first coolant circulation path 40 at a position between the inlet of the PE radiator 43 and the first coolant channel 82 of the heat exchanger 80. The outlet of the bypass line 45 may be fluidly connected to the first coolant circulation path 40 at a position between the outlet of the PE radiator 43 and the pump 42.

[0071] The first coolant subsystem 21 may include a control valve 46 disposed at the outlet of the bypass line 45. The control valve 46 may be configured to control the flow of the first coolant between the bypass line 45, the PE radiator 43, and the pump 42. The control valve 46 may include a first port 46a in fluid communication with the pump 42, a second port 46b in fluid communication with the bypass line 45, and a third port 46c in fluid communication with the outlet of the PE radiator 43. The control valve 46 may be configured to fluidly connect the first port 46a to at least one of the second port 46b and the third port 46c under the control of the controller 100.

[0072] When the control valve 46 fluidly connects the first port 46a to the third port 46c, the first coolant discharged from the PE radiator 43 can be guided to the reservoir 49. Therefore, the first coolant can be circulated through the PE components 41a, 41b, 41c, 41d and 41e, the first coolant channel 82 of the heat exchanger 80, the PE radiator 43 and the reservoir 49 by the pump 42 without passing through the bypass line 45.

[0073] When the control valve 46 fluidly connects the first port 46a to the second port 46b, the first coolant can pass through the bypass line 45 so that the first coolant can bypass the PE radiator 43, and the first coolant can be circulated through the PE components 41a, 41b, 41c, 41d and 41e, the first coolant channel 82 of the heat exchanger 80 and the reservoir 49 using the pump 42.

[0074] The second coolant subsystem 22 may be thermally connected to the refrigerant subsystem 10 via the heat exchanger 80. The second coolant subsystem 22 may include a second coolant circulation path 50 through which the second coolant circulates. The second coolant circulation path 50 may be fluidly connected to the radiator 53, the reservoir 59, the pump 52, and the second coolant channel 83 of the heat exchanger 80.

[0075] The radiator 53 may be arranged adjacent to the front grille of the vehicle, and the radiator 53 may be cooled using ambient air forcibly blown by the cooling fan 25. The radiator 53 may be adjacent to the external heat exchanger 14. The external heat exchanger 14, the radiator 53, and the PE radiator 43 may be arranged adjacent to each other at the front of the vehicle, and accordingly, the external heat exchanger 14, the radiator 53, and the PE radiator 43 may be in contact with the ambient air. The cooling fan 25 may be arranged behind the external heat exchanger 14, the radiator 53, and the PE radiator 43. Through the controller 100, the active air flap 5 may be set to open or close the front grille of the vehicle. When the active air flap 5 is opened, the ambient air may directly contact the external heat exchanger 14, the radiator 53, and the PE radiator 43 via the front grille of the vehicle, so that the external heat exchanger 14, the radiator 53, and the PE radiator 43 may directly exchange heat with the ambient air. When the active air flap 5 is closed, ambient air cannot be guided to the external heat exchanger 14 , the radiator 53 , and the PE radiator 43 , so that the external heat exchanger 14 , the radiator 53 , and the PE radiator 43 cannot exchange heat with the ambient air.

[0076] The reservoir 59 may be located between the outlet of the radiator 53 and the inlet of the pump 52. The reservoir 59 may temporarily store and replenish the second coolant so that the flow rate of the second coolant circulating in the second coolant circulation path 50 may be kept constant.

[0077] The pump 52 may be disposed on the downstream side of the reservoir 59 , and the second coolant may be circulated through the second coolant circulation path 50 using the pump 52 .

[0078] The second coolant passage 83 of the heat exchanger 80 may be fluidly connected to the second coolant circulation path 50 at an upstream point of the radiator 53 .

[0079] The third coolant subsystem 23 may be configured to cool or heat the battery 61 using the third coolant circulating through the third coolant circulation path 60. The third coolant circulation path 60 may be fluidly connected to the battery 61, the battery warmer 63, the coolant channel 18b of the battery chiller 18, and the pump 62.

[0080] The battery 61 may include a cooling liquid channel provided at the inner side or the outer side, and the third cooling liquid may pass through the cooling liquid channel. When the third cooling liquid passes through the cooling liquid channel of the battery 61, the battery 61 may be cooled or heated by the third cooling liquid.

[0081] The battery warmer 63 may be arranged between the battery 61 and the coolant channel 18b of the battery chiller 18. The battery warmer 63 may heat the third coolant circulating in the third coolant circulation path 60 so that the battery 61 may be heated by the heated third coolant. According to an exemplary embodiment of the present invention, the battery warmer 63 may be an electric heater. According to another exemplary embodiment of the present invention, the battery warmer 63 may be a heater configured to heat the third coolant by exchanging heat with a high-temperature fluid.

[0082] The coolant passage 18 b of the battery chiller 18 may be arranged on the downstream side of the battery warmer 63 .

[0083] The pump 62 may be disposed on the downstream side of the coolant passage 18 b of the battery chiller 18 , and the third coolant may be circulated through the third coolant circulation path 60 using the pump 62 .

[0084] The second coolant subsystem 22 and the third coolant subsystem 23 may be fluidly connected or separated from each other via a connecting line 65 , a connector 70 , and a control valve 66 .

[0085] The connecting line 65 may be configured to connect the second coolant circulation path 50 and the third coolant circulation path 60. The inlet of the connecting line 65 may be connected to the third coolant circulation path 60 at a downstream point of the pump 62, and the outlet of the connecting line 65 may be connected to the second coolant circulation path 50 at a downstream point of the second coolant channel 83 of the heat exchanger 80.

[0086] The connector 70 may include: a first port 71 connected to the fluid of the pump 52 of the second coolant subsystem 22, a second port 72 connected to the fluid of the second coolant channel 83 of the heat exchanger 80, a third port 73 connected to the inlet fluid of the coolant channel of the battery 61, a fourth port 74 connected to the outlet fluid of the pump 62, and a fifth port 75 connected to the fluid of the connecting pipeline 65.

[0087] The control valve 66 may be configured to control the flow of the second coolant and the third coolant between the second coolant circulation path 50 of the second coolant subsystem 22 and the third coolant circulation path 60 of the third coolant subsystem 23. The control valve 66 may include a first port 66a in fluid communication with the coolant channel 18b of the battery chiller 18, a second port 66b in fluid communication with the fourth port 74 of the connector 70, and a third port 66c in fluid communication with the inlet of the connecting line 65.

[0088] The control valve 66 may be configured to fluidly connect the first port 66a to at least one of the second port 66b and the third port 66c or to close the first port 66a, the second port 66b, and the third port 66c under the control of the controller 100.

[0089] When the control valve 66 fluidly connects the first port 66a to the second port 66b and closes the third port 66c through the controller 100, the second coolant circulation path 50 and the third coolant circulation path 60 can be fluidly separated from each other, and accordingly, the third coolant discharged from the coolant passage 18b of the battery chiller 18 can be guided to the battery 61 via the fourth port 74 and the third port 73 of the connector 70 by the pump 62, and the second coolant discharged from the outlet of the radiator 53 can be guided to the second coolant passage 83 of the heat exchanger 80 via the first port 71 and the second port 72 of the connector 70 via the pump 52. Accordingly, the second coolant circulation path 50 and the third coolant circulation path 60 can allow the second coolant and the third coolant to circulate independently of each other.

[0090] When the control valve 66 fluidly connects the first port 66a to the third port 66c and closes the second port 66b through the controller 100, the second coolant circulation path 50 and the third coolant circulation path 60 can be fluidly connected to each other, and accordingly the coolants (the second coolant and the third coolant) can be merged via the control valve 66 and the connector 70. The coolant (the second coolant and the third coolant) discharged from the coolant passage 18b of the battery chiller 18 can be sequentially passed through the connecting line 65, the fifth port 75 and the second port 72 of the connector 70, the second coolant passage 83 of the heat exchanger 80, the radiator 53, the reservoir 59, the first port 71 and the third port 73 of the connector 70, the battery 61, and the battery warmer 63 by the pumps 62 and 52.

[0091] The controller 100 may be configured to control the respective operations of the actuator 13a of the heating-side expansion valve 13, the actuator 19a of the chiller-side expansion valve 19, the compressor 11, the actuator of the shut-off valve 39, the actuator of the control valve 96, the actuator of the control valve 46, the actuator of the control valve 66, the actuator of the pump 42, the actuator of the pump 52, the actuator of the pump 62, and the actuator of the active air flap 5. Thus, the overall operation of the thermal management system of the vehicle may be controlled by the controller 100. According to an exemplary embodiment of the present invention, the controller 100 may be a fully automatic temperature control (FATC) system.

[0092] The controller 100 may include a processor and a memory. The processor may be programmed to receive instructions stored in the memory and send the instructions to various actuators. The memory may be a data storage device such as a hard disk drive, a solid state drive, a server, a volatile storage medium, and a non-volatile memory medium.

[0093] The thermal management system of the vehicle according to the exemplary embodiment of the present invention may include a first sensor T disposed at the downstream side of the radiator 53 of the second coolant subsystem 22, and the first sensor T may be configured to detect the temperature of the second coolant discharged from the radiator 53. The temperature of the second coolant detected by the first sensor T may be similar to or the same as the inlet-side coolant temperature at the second coolant channel 83 of the heat exchanger 80.

[0094] The thermal management system of the vehicle according to the exemplary embodiment of the present invention may include a second sensor PT disposed at a downstream side of the refrigerant passage 18a of the battery chiller 18 or an upstream side of the compressor 11. The second sensor PT may be configured to detect a suction pressure of the compressor 11, and the controller 100 may be configured to calculate a saturation temperature of the refrigerant passing through the refrigerant passage 81 of the heat exchanger 80 based on the suction pressure of the compressor 11 detected by the second sensor PT.

[0095] Figure 2 A state in which the refrigerant subsystem 10 operates in the heating mode and the first coolant subsystem 21 operates in the waste heat recovery mode in the thermal management system of the vehicle according to the exemplary embodiment of the present invention is shown.

[0096] refer to Figure 2 , the refrigerant compressed by the compressor 11 may be guided to the interior condenser 12, and the refrigerant may be condensed by the interior condenser 12. The refrigerant discharged from the interior condenser 12 may be expanded by the heating-side expansion valve 13, and the refrigerant discharged from the heating-side expansion valve 13 may pass through the refrigerant passage 81 of the heat exchanger 80. Through the controller 100, the control valve 96 may fluidly connect the first port 96a to the second port 96b, so that the refrigerant discharged from the refrigerant passage 81 of the heat exchanger 80 may be guided to the compressor 11 via the heating-side bypass line 91.

[0097] refer to Figure 2 , the control valve 46 of the first coolant subsystem 21 may fluidly connect the first port 46a to the second port 46b so that the first coolant may pass through the bypass line 45. The first coolant may bypass the PE radiator 43, and the first coolant may be circulated through the PE components 41a, 41b, 41c, 41d, and 41e, the first coolant passage 82 of the heat exchanger 80, and the reservoir 49 using the pump 42. When the first coolant bypasses the PE radiator 43, the first coolant may not be cooled by the PE radiator 43. The first coolant may be heated by the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e, and the heated first coolant may pass through the first coolant passage 82 of the heat exchanger 80, so that only the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e may be transferred to the refrigerant passing through the refrigerant passage 81 of the heat exchanger 80 (waste heat recovery mode). That is, the first coolant subsystem 21 may operate in a waste heat recovery mode in which waste heat of the PE components 41 a , 41 b , 41 c , 41 d , and 41 e is recovered by the heat exchanger 80 .

[0098] refer to Figure 2, the control valve 66 can close the first port 66a, the second port 66b and the third port 66c through the controller 100, and the pump 62 of the third coolant subsystem 23 can be stopped through the controller 100, so that the third coolant can not pass through the battery 61, the battery heater 63 and the coolant channel 18b of the battery chiller 18. When the pump 52 of the second coolant subsystem 22 is running, the second coolant can pass through the radiator 53 and the second coolant channel 83 of the heat exchanger 80, and accordingly, heat can be transferred between the second coolant passing through the second coolant channel 83 of the heat exchanger 80 and the refrigerant passing through the refrigerant channel 81 of the heat exchanger 80.

[0099] As described above, when the refrigerant subsystem 10 operates in the heating mode, the refrigerant discharged from the interior condenser 12 may be expanded by the heating-side expansion valve 13, and the expanded refrigerant may pass through the refrigerant passage 81 of the heat exchanger 80. When the vehicle is running, the PE components 41a, 41b, 41c, 41d, and 41e may operate and generate heat. When the first coolant passes through the PE components 41a, 41b, 41c, 41d, and 41e using the pump 42 of the first coolant subsystem 21, the first coolant may be heated by the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e, and the heated first coolant may pass through the first coolant passage 82 of the heat exchanger 80. When the second coolant passes through the radiator 53 using the pump 52 of the second coolant subsystem 22, the second coolant may be cooled by the radiator 53, and the cooled second coolant may pass through the second coolant passage 83 of the heat exchanger 80.

[0100] When the vehicle is running in a state where the refrigerant subsystem 10 is operating in a heating mode, the temperature of the PE components 41a, 41b, 41c, 41d, and 41e may continue to increase, and accordingly, the temperature (saturation temperature) of the refrigerant in the heat exchanger 80 may be relatively increased by the first coolant, and the second coolant may exchange heat with the ambient air via the radiator 53, so that the temperature of the second coolant may be relatively reduced. When the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 is higher than the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80, heat may be transferred from the refrigerant flowing into the heat exchanger 80 to the second coolant flowing into the second coolant channel 83 of the heat exchanger 80. Accordingly, the refrigerant in the heat exchanger 80 may suffer from excessive heat energy loss, so that the refrigerant in the heat exchanger 80 may not evaporate smoothly. In order to solve this problem, when the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 is higher than the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80, the controller 100 can stop the pump 52 of the second coolant subsystem 22, thereby preventing the second coolant from flowing into the second coolant channel 83 of the heat exchanger 80, thereby preventing the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 from losing heat energy.

[0101] According to an exemplary embodiment of the present invention, when the vehicle is traveling in a state where the refrigerant subsystem 10 is operated in a heating mode, the controller 100 may be configured to operate the first coolant subsystem 21 in a waste heat recovery mode or stop operating in a waste heat recovery mode based on a temperature difference (Tm-Te) between a temperature Tm of any one of the PE components 41a, 41b, 41c, 41d, and 41e and an ambient temperature Te. According to an exemplary embodiment of the present invention, when the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than a first threshold value A, the controller 100 may be configured to operate the first coolant subsystem 21 in a waste heat recovery mode by controlling the control valve 46, so that the first coolant bypasses the PE radiator 43 via the bypass line 45. The first threshold value A may be a temperature difference that allows the refrigerant passing through the refrigerant channel 81 of the heat exchanger 80 to be easily evaporated by the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e.

[0102] According to an exemplary embodiment of the present invention, the controller 100 may be configured to control the operation of the pump 52 of the second coolant subsystem 22 based on the temperature of the refrigerant flowing into the inlet of the refrigerant channel 81 of the heat exchanger 80, the temperature of the second coolant flowing into the inlet of the second coolant channel 83 of the heat exchanger 80, and the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te.

[0103] According to an exemplary embodiment of the present invention, when the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 is higher than the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80, the controller 100 can be configured to control the operation of the pump 52 so that the revolutions per minute (rpm) of the pump 52 of the second coolant subsystem 22 gradually decreases and the pump 52 is stopped.

[0104] According to an exemplary embodiment of the present invention, when the inlet-side refrigerant temperature Tr detected at the inlet of the refrigerant channel 81 of the heat exchanger 80 is higher than the inlet-side coolant temperature Tc detected at the inlet of the second coolant channel 83 of the heat exchanger 80, the controller 100 can be configured to stop the pump 52 of the second coolant subsystem 22.

[0105] According to another exemplary embodiment of the present invention, when the sum (T2+F) of the saturation temperature T2 of the refrigerant (which is calculated based on the suction pressure of the compressor 11 detected by the second sensor PT) and the correction temperature F is higher than the coolant temperature T1 detected by the first sensor T (which is arranged on the downstream side of the radiator 53), the controller 100 can be configured to stop the pump 52 of the second coolant subsystem 22.

[0106] According to another exemplary embodiment of the present invention, when the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than the second threshold value B, the controller 100 may be configured to stop the pump 52 of the second coolant subsystem 22. The second threshold value B may be greater than the first threshold value A. For example, the second threshold value B may be 23° C. to 28° C., and the second threshold value B may vary according to the ambient temperature.

[0107] According to an exemplary embodiment of the present invention, when the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is less than or equal to the third threshold value C, the controller 100 may be configured to stop the first coolant subsystem 21 from operating in the waste heat recovery mode and operate the pump 52 of the second coolant subsystem 22. When the vehicle temporarily stops after driving for a certain period of time or the vehicle speed is relatively reduced, the heat generated by the PE components 41a, 41b, 41c, 41d, and 41e may be relatively reduced. That is, the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e may be relatively reduced. The third threshold value C may be less than the first threshold value A. For example, the third threshold value C may be 10°C.

[0108] Figure 3 A flowchart of a method for controlling a thermal management system of a vehicle according to an exemplary embodiment of the present invention is shown.

[0109] refer to Figure 3, the controller 100 may cause the refrigerant subsystem 10 to operate in a heating mode and drive the vehicle ( S1 ).

[0110] The controller 100 may be configured to determine whether the temperature difference (Tm-Te) between the temperature Tm of the PE components and the ambient temperature Te is greater than a first threshold value A (S2). The first threshold value A may be a temperature difference at which the refrigerant passing through the refrigerant passage 81 of the heat exchanger 80 is easily evaporated by the waste heat of the PE components 41a, 41b, 41c, 41d, and 41e. For example, the first threshold value A may be 15°C.

[0111] When the controller 100 determines that the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than the first threshold value A, the first coolant subsystem 21 may operate in the waste heat recovery mode (S3). When the controller 100 determines that the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is less than or equal to the first threshold value A, the method according to the exemplary embodiment of the present invention may return to S2.

[0112] The controller 100 may close the active air flap 5 ( S4 ).

[0113] The controller 100 may stop the cooling fan 25 ( S5 ).

[0114] The controller 100 can calculate the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 and the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80, and determine whether the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 is higher than the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80 (S6).

[0115] According to an exemplary embodiment of the present invention, the controller 100 can be configured to determine whether the inlet side refrigerant temperature Tr detected at the inlet of the refrigerant channel 81 of the heat exchanger 80 is higher than the inlet side coolant temperature Tc detected at the inlet of the second coolant channel 83 of the heat exchanger 80 (Tc<Tr) (S6).

[0116] According to another exemplary embodiment of the present invention, the controller 100 may be configured to determine whether the sum (T2+F) of the saturation temperature T2 of the refrigerant (which is calculated based on the suction pressure of the compressor 11 detected by the second sensor PT) and the correction temperature F is higher than the coolant temperature T1 detected by the first sensor T (T1<T2+F) (S6). The saturation temperature T2 of the refrigerant may correspond to the inlet-side refrigerant temperature Tr detected at the inlet of the refrigerant channel 81 of the heat exchanger 80, and the correction temperature F may be the difference between the saturation temperature T2 of the refrigerant and the inlet-side refrigerant temperature Tr. For example, the correction temperature F may be 3°C to 5°C.

[0117] According to another exemplary embodiment of the present invention, the controller 100 may be configured to determine whether the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than a second threshold value B (S6). The second threshold value B may be greater than the first threshold value A. For example, the second threshold value B may be 23°C to 28°C, and the second threshold value B may vary according to the ambient temperature. When the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than the second threshold value B, the temperature of the refrigerant passing through the refrigerant channel 81 of the heat exchanger 80 may be higher than the temperature of the second coolant passing through the second coolant channel 83 of the heat exchanger 80.

[0118] When it is determined that the temperature of the refrigerant flowing into the refrigerant channel 81 of the heat exchanger 80 is higher than the temperature of the second coolant flowing into the second coolant channel 83 of the heat exchanger 80, the controller 100 can gradually reduce the revolutions per minute (rpm) of the pump 52 of the second coolant subsystem 22, thereby stopping the pump 52 (S7).

[0119] When it is determined that the temperature of the refrigerant flowing into the refrigerant passage 81 of the heat exchanger 80 is lower than or equal to the temperature of the second coolant flowing into the second coolant passage 83 of the heat exchanger 80 , the method according to the exemplary embodiment of the present invention may return to S2 .

[0120] According to the exemplary embodiment of the present invention, when it is determined that the inlet-side refrigerant temperature Tr detected at the inlet of the refrigerant passage 81 of the heat exchanger 80 is higher than the inlet-side coolant temperature Tc detected at the inlet of the second coolant passage 83 of the heat exchanger 80 (Tc<Tr), the controller 100 may stop the pump 52 of the second coolant subsystem 22 (S7). When it is determined that the inlet-side refrigerant temperature Tr detected at the inlet of the refrigerant passage 81 of the heat exchanger 80 is lower than or equal to the inlet-side coolant temperature Tc detected at the inlet of the second coolant passage 83 of the heat exchanger 80, the method according to the exemplary embodiment of the present invention may return to S2.

[0121] According to another exemplary embodiment of the present invention, when it is determined that the sum (T2+F) of the saturated temperature T2 of the refrigerant (which is calculated based on the suction pressure of the compressor 11 detected by the second sensor PT) and the correction temperature F is higher than the coolant temperature T1 detected by the first sensor T (T1<T2+F), the controller 100 may stop the pump 52 of the second coolant subsystem 22 (S7). When it is determined that the sum (T2+F) of the saturated temperature T2 of the refrigerant and the correction temperature F is lower than or equal to the coolant temperature T1 detected by the first sensor T, the method according to the exemplary embodiment of the present invention may return to S2.

[0122] According to another exemplary embodiment of the present invention, when it is determined that the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than the second threshold value B (Tm-Te>B), the controller 100 may stop the pump 52 of the second coolant subsystem 22 (S7). When it is determined that the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is less than or equal to the second threshold value B, the method according to the exemplary embodiment of the present invention may return to S2.

[0123] After the pump 52 of the second coolant subsystem 22 stops, the controller 100 may be configured to determine whether the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is greater than a third threshold C (Tm-Te>C) (S8). The third threshold C may be less than the first threshold A. For example, the third threshold C may be 10°C.

[0124] When it is determined that the temperature difference (Tm-Te) between the temperature Tm of the PE assembly and the ambient temperature Te is greater than the third threshold C, the method according to the exemplary embodiment of the present invention may return to S7.

[0125] When it is determined that the temperature difference (Tm-Te) between the temperature Tm of the PE component and the ambient temperature Te is less than or equal to the third threshold C, the controller 100 can stop the first coolant subsystem 21 from operating in the waste heat recovery mode and operate the pump 52 of the second coolant subsystem 22 at a predetermined RPM (S9).

[0126] After the waste heat recovery mode of the first coolant subsystem 21 is stopped and the pump 52 of the second coolant subsystem 22 is operated, the method according to the exemplary embodiment of the present invention may return to S2 .

[0127] As described above, the thermal management system of a vehicle and the control method thereof according to an exemplary embodiment of the present invention can be intended to prevent heat energy loss of the refrigerant in the heat exchanger that thermally connects the first coolant subsystem, the second coolant subsystem, and the refrigerant subsystem. Accordingly, since the refrigerant evaporation performance of the heat exchanger is improved, the refrigerant condensation performance of the interior condenser can be improved, and thus the cabin heating performance of the refrigerant subsystem can be improved. In addition, the use of electric heaters can be reduced, so that the electrical efficiency of the vehicle can be improved.

[0128] In addition, terms related to control devices such as "controller", "control device", "control unit", "control means", "control module" or "server" refer to hardware devices including memory and processor, which are configured to execute one or more steps interpreted as algorithmic structures. The memory stores the algorithmic steps, and the processor executes the algorithmic steps to perform one or more processes of the method according to each exemplary embodiment of the present invention. The control device according to the exemplary embodiment of the present invention can be implemented by a non-volatile memory and a processor, the non-volatile memory is configured to store algorithms for controlling the operation of various components of the vehicle or data about software instructions for executing these algorithms, and the processor is configured to use the data stored in the memory to perform the operations described above. The memory and the processor can be separate chips. Alternatively, the memory and the processor can be integrated in a single chip. The processor can be implemented as one or more processors. The processor can include various logic circuits and operation circuits, can be configured to process data according to a program provided from the memory, and can be configured to generate a control signal according to the processing results.

[0129] The control device may be at least one microprocessor operated by a predetermined program, and the predetermined program may include a series of instructions for executing the methods included in the aforementioned various exemplary embodiments of the present invention.

[0130] The aforementioned invention may also be implemented as a computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device capable of storing data that can be subsequently read by a computer system and storing and executing program instructions that can subsequently be read by a computer system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memories (ROMs), random access memories (RAMs), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and the like, as well as implementations in carrier wave form (e.g., transmissions over the Internet). Examples of program instructions include machine language codes such as codes generated by a compiler and high-level language codes that can be executed by a computer using an interpreter, etc.

[0131] In various exemplary embodiments of the present invention, each of the operations described above may be performed via a control device, which may be configured by a plurality of control devices or by an integrated single control device.

[0132] In various exemplary embodiments of the present invention, the memory and the processor may be provided as one chip, or provided as different chips.

[0133] In various exemplary embodiments of the present invention, the scope of the present invention includes: software or machine executable commands (such as operating systems, application software, firmware, programs, etc.) that enable operations according to the methods of the various embodiments to be performed on a device or computer, and non-transitory computer-readable media including such software or commands stored thereon and executable on a device or computer.

[0134] In various exemplary embodiments of the present invention, the control device may be implemented in the form of hardware or software, or may be implemented in a combination of hardware and software.

[0135] Furthermore, terms such as “unit”, “module” and the like included in the specification mean a unit for processing at least one function or operation, which can be implemented by hardware, software or a combination thereof.

[0136] In an exemplary embodiment of the present invention, a vehicle may be considered to be based on a concept including various vehicles. In some cases, a vehicle may be interpreted as being based on a concept that includes not only various land vehicles such as cars, motorcycles, trucks, and buses traveling on the road, but also various vehicles such as airplanes, drones, ships, and the like.

[0137] For ease of explanation and precise definition of the appended claims, the terms "upper", "lower", "inner", "outer", "up", "lower", "upward", "downward", "front", "rear", "back", "inner", "outer", "inward", "outward", "inner", "outer", "inner", "external", "forward" and "rearward" are used to describe the features of the exemplary embodiments with reference to the positions of such features shown in the figures. It will be further understood that the term "connected" or its derivatives refer to both direct and indirect connections.

[0138] The term "and / or" may include a combination of a plurality of related listed items or any one of a plurality of related listed items. For example, "A and / or B" includes all three situations such as "A", "B" and "A and B".

[0139] In this specification, unless otherwise stated, a singular expression includes a plural expression unless the context clearly indicates otherwise.

[0140] In an exemplary embodiment of the present invention, "at least one of A and B" may mean "at least one of A or B" or "at least one of a combination of at least one of A and B". In addition, "one or more of A and B" may mean "one or more of A or B" or "one or more of a combination of one or more of A and B".

[0141] In the exemplary embodiments of the present invention, it should be understood that terms such as "include" or "have" are intended to indicate the presence of features, values, steps, operations, elements, parts, or a combination thereof described in the specification, but do not exclude the possibility of adding or existing one or more other features, values, steps, operations, elements, parts, or a combination thereof.

[0142] According to the exemplary embodiments of the present invention, components may be combined with each other to be implemented as one component, or some components may be omitted.

[0143] The descriptions presented above of specific exemplary embodiments of the present invention are for the purpose of illustration and description. These descriptions are not intended to be exhaustive or to limit the present invention to the precise form disclosed, and it is apparent that many variations and variants are possible in accordance with the above teachings. Exemplary embodiments are selected and described in order to explain certain principles of the present invention and their practical applications, so that other persons skilled in the art can realize and utilize various exemplary embodiments of the present invention and their different alternatives and variants. The scope of the present invention is intended to be limited by the appended claims and their equivalents.

Claims

1. A thermal management system for a vehicle, comprising: a refrigerant subsystem including a refrigerant circulation path; a first coolant subsystem including a first coolant circulation path into which a first coolant flows and a power electronics component fluidly connected to the first coolant circulation path; a second coolant subsystem including a second coolant circulation path and a radiator and a pump fluidly connected to the second coolant circulation path; a heat exchanger comprising a refrigerant passage, a first coolant passage, and a second coolant passage, the refrigerant passage being fluidly connected to a refrigerant circulation path of the refrigerant subsystem, the first coolant passage being fluidly connected to a first coolant circulation path of the first coolant subsystem, and the second coolant passage being fluidly connected to a second coolant circulation path of the second coolant subsystem; as well as A controller is operably connected to the pump and configured to control the pump of the second coolant subsystem based on a temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger and a temperature of the second coolant flowing into the second coolant passage of the heat exchanger.

2. The thermal management system of a vehicle according to claim 1, wherein: The refrigerant subsystem further includes: an evaporator, an internal condenser, a refrigerant pipeline and a dehumidification side bypass pipeline, wherein the refrigerant pipeline connects the internal condenser and the refrigerant channels of the heat exchanger, and the dehumidification side bypass pipeline connects an upstream point of the refrigerant channel of the heat exchanger and an upstream point of the evaporator and allows the refrigerant to bypass the heat exchanger.

3. The thermal management system of a vehicle according to claim 2, wherein: The refrigerant subsystem further comprises: a compressor connected to the internal condenser; and A heating-side bypass line connects a downstream point of the refrigerant passage of the heat exchanger and an upstream point of the compressor, and allows the refrigerant discharged from the refrigerant passage of the heat exchanger to bypass the evaporator via the heating-side bypass line and reach the compressor.

4. The thermal management system for a vehicle according to claim 1, wherein: The controller is further configured to stop the pump of the second coolant subsystem in response to the temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger being higher than the temperature of the second coolant flowing into the second coolant passage of the heat exchanger.

5. The thermal management system for a vehicle according to claim 1, wherein: The controller is further configured to stop a pump of the second coolant subsystem in response to an inlet-side refrigerant temperature detected at an inlet of the refrigerant passage of the heat exchanger being higher than an inlet-side coolant temperature detected at an inlet of the second coolant passage of the heat exchanger.

6. The thermal management system of a vehicle according to claim 1, further comprising: a first sensor disposed on a downstream side of the radiator; and a second sensor disposed on an upstream side of a compressor of the refrigerant subsystem; Wherein, the controller is further configured to calculate a saturation temperature of the refrigerant passing through the refrigerant passage of the heat exchanger based on a suction pressure of the compressor detected by the second sensor.

7. The thermal management system for a vehicle according to claim 6, wherein: The controller is further configured to stop a pump of the second coolant subsystem in response to a calculated sum of the saturation temperature and the correction temperature of the refrigerant being higher than the coolant temperature detected by the first sensor.

8. The thermal management system for a vehicle according to claim 1, wherein: The first coolant subsystem further comprises: a power electronics device radiator fluidly connected to said first coolant circulation path; a bypass line connected to the first coolant circulation path upstream and downstream of the power electronics radiator and causing the first coolant to bypass the power electronics radiator; and A control valve is configured to regulate flow of a first coolant between the bypass line and the power electronics radiator.

9. The thermal management system for a vehicle according to claim 8, wherein: A controller operably connected to the control valve is further configured to control the control valve to bypass the power electronics radiator via the bypass line in response to a temperature difference between the power electronics component and the ambient temperature being greater than a first threshold.

10. The thermal management system for a vehicle according to claim 9, wherein: The controller is further configured to: in response to a temperature difference between a temperature of the power electronics component and an ambient temperature being greater than a second threshold, stop a pump of the second coolant subsystem; The second threshold is greater than the first threshold.

11. The thermal management system for a vehicle according to claim 10, wherein: The controller is further configured to: operate a pump of the second coolant subsystem in response to a temperature difference between a temperature of the power electronics component and an ambient temperature being less than or equal to a third threshold; The third threshold is smaller than the first threshold.

12. A method for controlling a thermal management system of a vehicle, the thermal management system of the vehicle comprising a refrigerant subsystem, a first coolant subsystem, a second coolant subsystem and a heat exchanger, the refrigerant subsystem comprising a refrigerant circulation path, the first coolant subsystem comprising a first coolant circulation path into which a first coolant flows and a power electronic device component fluidically connected to the first coolant circulation path, the second coolant subsystem comprising a second coolant circulation path and a radiator and a pump fluidically connected to the second coolant circulation path, the heat exchanger comprising a refrigerant channel fluidly connected to the refrigerant circulation path of the refrigerant subsystem, a first coolant channel fluidly connected to the first coolant circulation path of the first coolant subsystem, and a second coolant channel fluidly connected to the second coolant circulation path of the second coolant subsystem, the method comprising: obtaining, by a controller operably connected to the pump, a temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger and a temperature of the second coolant flowing into the second coolant passage of the heat exchanger; The controller controls the pump of the second coolant subsystem based on the temperature of the refrigerant flowing into the refrigerant channel of the heat exchanger, the temperature of the second coolant flowing into the second coolant channel of the heat exchanger, and the temperature difference between the temperature of the power electronics component and the ambient temperature.

13. The method according to claim 12, wherein: The controlling of the pump includes stopping the pump of the second coolant subsystem in response to the temperature of the refrigerant flowing into the refrigerant passage of the heat exchanger being higher than the temperature of the second coolant flowing into the second coolant passage of the heat exchanger.

14. The method according to claim 12, wherein: The controlling of the pump includes stopping the pump of the second coolant subsystem in response to an inlet-side refrigerant temperature detected at an inlet of a refrigerant passage of the heat exchanger being higher than an inlet-side coolant temperature detected at an inlet of a second coolant passage of the heat exchanger.

15. The method according to claim 12, wherein: The controlling of the pump includes calculating a saturation temperature of the refrigerant passing through the refrigerant passage of the heat exchanger based on a suction pressure of a compressor of the refrigerant subsystem detected by a second sensor arranged at an upstream side of the compressor.

16. The method according to claim 15, wherein: The control of the pump includes stopping the pump of the second coolant subsystem in response to the calculated sum of the saturation temperature and the correction temperature of the refrigerant being higher than the coolant temperature detected by the first sensor arranged on the downstream side of the radiator.

17. The method according to claim 16, wherein: Controlling the pump includes: in response to a temperature difference between a temperature of a power electronic device component and an ambient temperature being greater than a first threshold, controlling a control valve operably connected to the controller so that a first coolant bypasses a power electronic device radiator fluidly connected to a first coolant circulation path via a bypass line.

18. The method according to claim 17, wherein: The controlling of the pump includes: in response to a temperature difference between a temperature of the power electronics component and an ambient temperature being greater than a second threshold, stopping a pump of the second coolant subsystem; The second threshold is greater than the first threshold.

19. The method according to claim 18, wherein: The controlling of the pump includes: in response to a temperature difference between a temperature of the power electronics component and an ambient temperature being less than or equal to a third threshold, operating a pump of the second coolant subsystem; The third threshold is smaller than the first threshold.

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