Thermal management system for an electric vehicle

Abstract

Thermal management system for an electric vehicle, featuring: an indoor climate unit (100) which is equipped with an air inlet unit (120) and an air outlet unit (140); a cooling core (160) which is installed in the indoor climate control unit (100); a heating core (180) which is arranged between the air outlet unit (140) of the indoor climate unit (100) and the cooling core (160); a control flap (170) which is located in the indoor climate unit (100) and is configured to regulate the air supply to the heating core (180); a first flow path (200) through which a first refrigerant flows, circulating in such a way that it passes through the heating core (180), and which has an electric heater (220); a branch flow path (400) that branches off from an outflow point of the heating core (180) of the first flow path (200) and passes through a high-voltage battery heat exchanger unit (420); a control valve (500) located at a branch point between the first flow path (200) and the branch flow path (400); a second flow path (300) through which a second refrigerant flows, circulating between a compressor (320), a condenser (340) and the cooling core (160), and a control device configured to operate the compressor (320), the electric heater (220), the control flap (170) and the control valve (500) to set a temperature of the interior of the vehicle or of a high-voltage battery, wherein an outlet for discharging air to the outside of the vehicle is formed in the air outlet unit (140) of the interior climate control unit (100), and an opening and closing flap (700) is provided which is configured to control the opening and closing of the outlet, wherein in an eighth mode for maintaining the interior temperature of the vehicle and cooling the high-voltage battery, the control unit is configured to operate the compressor (320), adjust the control valve (500) to allow the first refrigerant to flow through the branch flow path (400), adjust the control flap (170) to allow air to flow through the heating core (180), and adjust the outlet to allow the air to be discharged to the outside of the vehicle.

Description

[0001] The invention relates to a thermal management system for an electric vehicle, and in particular a thermal management system that increases or decreases the temperature of the interior of a vehicle or of a high-voltage battery in the electric vehicle.

[0002] Traditionally, vehicles were powered by obtaining energy from the combustion of fossil fuels. However, unlike conventional vehicles, electric vehicles (EVs) are powered by electricity from a battery module instead of fossil fuels. The battery module consists of multiple battery cells connected in series. To effectively charge and discharge the battery module, it must maintain a suitable temperature. Therefore, the EV has a thermal management system that monitors the battery module in real time based on external factors, driving conditions, and other factors, adjusting the temperature accordingly.

[0003] Meanwhile, in the field of electric vehicle thermal management, the technology used to regulate the temperature of the high-voltage battery and the vehicle's interior temperature has been to operate separate thermal management systems for both. Creating such a separate thermal management system requires a significant number of components and occupies considerable space within the vehicle. Therefore, an integrated thermal management system is needed that is capable of regulating both the high-voltage battery temperature and the vehicle's interior temperature.

[0004] WO 2020 / 071 801 A1 reveals a thermal management system.

[0005] KR 10 2014 0 066 806 A discloses an electric vehicle battery temperature management system connected to an air conditioning and heating piping system, and an operating method for it.

[0006] US 2017 / 0 008 407 A1 reveals a preconditioning system for an electric vehicle.

[0007] JP H08-258543A reveals an air conditioning system for a vehicle.

[0008] The invention provides a thermal management system for an electric vehicle that increases or decreases the temperature of the vehicle's interior or of a high-voltage battery in the electric vehicle.

[0009] In particular, the invention provides a thermal management system for an electric vehicle according to claim 1. Further embodiments are described in the dependent claims.

[0010] In other words, according to an exemplary embodiment of the invention, a thermal management system for an electric vehicle comprises: an interior climate control (AC) unit (or interior air conditioning unit) having an air inlet unit and an air outlet unit, a cooling core that is installed (or embedded) in the interior climate control unit, a heating core that is arranged between the air outlet unit of the interior climate control unit and the cooling core, a control flap (or control door) that is arranged in the interior climate control unit and is configured to regulate the air supply to the heating core, a first flow path through which a first refrigerant flows, circulating in such a way that it passes through the heating core and which has an electric heater, a branch flow path that extends from a discharge point (ora branch point) of the heating core of the first flow path and passes through a high-voltage battery heat exchanger unit, a control valve located at a branch point (or branch location) between the first flow path and the branch flow path, and a second flow path through which a second refrigerant flows, circulating between a compressor and a condenser and the cooling core, and a control device configured to operate the compressor, the electric heater, the control flap, and the control valve to maintain a temperature of the interior of the vehicle (orto adjust the temperature of the interior of a vehicle) or a high-voltage battery, wherein an outlet for discharging air to the outside of the vehicle is formed in the air outlet unit of the interior climate control unit, and an opening and closing flap is provided which adjusts the opening and closing of the outlet, wherein in an eighth mode for maintaining the interior temperature of the vehicle and cooling the high-voltage battery, the control device is configured to operate the compressor, adjust the control valve to allow the first refrigerant to flow through the branch flow path, adjust the control flap to allow air to flow through the heating core, and adjust the outlet to allow the air to be discharged to the outside of the vehicle.

[0011] Furthermore, interior or exterior air can be introduced into the air intake unit of the interior climate control unit, and the air outlet unit can be connected to the vehicle's interior. The control flap can be located between the cooling core and the heating core to control whether the air flowing through the cooling core flows into the heating core. The branch flow path can branch off at the outlet point of the heating core of the first flow path, pass through the high-voltage battery heat exchanger unit, and re-enter (or connect to) an inlet point of the electric heater of the first flow path. The control valve can regulate the supply of refrigerant to the branch flow path.

[0012] Furthermore, a flow chamber can be formed on one side of the heating core in the indoor climate unit, and air can flow through the cooling core and then through the flow chamber into the air outlet unit based on the operation of the control flap, or pass through the cooling core and then through the heating core into the air outlet unit.

[0013] In a first mode for increasing the vehicle's interior temperature or the high-voltage battery temperature, the control unit can be configured to operate the electric heater, adjust the control valve to allow the first refrigerant to flow through the branch flow path, and adjust the control flap to allow air to flow through the heating element. In a second mode for increasing the vehicle's interior temperature and cooling the high-voltage battery, the control unit can be configured to adjust the control valve to allow the first refrigerant to flow through the branch flow path and adjust the control flap to allow air to flow through the heating element.

[0014] In a third mode for cooling the interior of the vehicle and increasing the temperature of the high-voltage battery, the control unit can be configured to operate the compressor and the electric heater, adjust the control valve to allow the first refrigerant to flow through the first flow path and the branch flow path at the branch point, and adjust the control flap to allow air to flow through the flow space.In a fourth mode for cooling the vehicle interior and the high-voltage battery and dehumidifying the outside air or the vehicle interior air, the control unit can be configured to operate the compressor, adjust the control valve to allow the first refrigerant to flow through the first flow path and the branch flow path at the branch point, and adjust the control flap to allow air to flow through the heating core so that the air exchanges heat with the first refrigerant.

[0015] In a fifth mode for maintaining the high-voltage battery temperature and increasing the vehicle's interior temperature, the control unit can be configured to operate the electric heater, adjust the control valve to allow the first refrigerant to flow through the first flow path, and adjust the control flap to allow air to flow through the heating core. In a sixth mode for maintaining the vehicle's interior temperature and increasing the high-voltage battery temperature, the control unit can be configured to operate the electric heater and adjust the control valve to allow the first refrigerant to flow through the branch flow path at the branch point.In a seventh mode for maintaining the temperature of the high-voltage battery and cooling the vehicle interior, the control unit can be configured to operate the compressor and the control flap to control air flow through the flow space.

[0016] The invention is explained in more detail with reference to the drawing. The drawing shows: Fig. 1 a diagram illustrating a thermal management system for an electric vehicle according to an exemplary embodiment of the invention; Fig. 2 a diagram representing a first mode of a thermal management system for an electric vehicle according to an exemplary embodiment of the invention; Fig. 3 a diagram illustrating a second mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; Fig. 4 a diagram illustrating a third mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; Fig. 5 a diagram illustrating a fourth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; Fig. 6 a diagram illustrating a fifth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; Fig. 7 a diagram illustrating a sixth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; Fig. 8 a diagram illustrating a seventh mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention; and Fig. 9 a diagram representing an eighth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention.

[0017] It is understood that the term "vehicle" or "vehicle-" or any other similar term as used herein includes general motor vehicles, such as passenger cars, including SUVs, buses, trucks, various commercial vehicles, watercraft, including a variety of boats and ships, aircraft, and the like, as well as hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles using alternative fuels (e.g., fuels derived from raw materials other than petroleum). A so-called hybrid vehicle, to which reference is made herein, is a vehicle that has two or more energy sources, e.g., vehicles that are powered by both gasoline and electricity.

[0018] Although exemplary embodiments are described as utilizing multiple units to perform the exemplary operations, it should be understood that the exemplary operations can also be performed by a single module or multiple modules. It should also be understood that the term control device / control unit refers to a hardware device comprising memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more operations, which are described below.

[0019] Furthermore, the control logic according to the present invention can be configured as a non-perishable, computer-readable medium on a computer-readable medium containing executable program instructions that are executed by a processor, a control unit, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, CD-ROMs, magnetic tapes, floppy disks, memory sticks, chip cards, and optical data storage devices. The computer-readable storage medium can also be distributed in network-connected computer systems, so that the computer-readable medium is stored and executed in a distributed manner, e.g., via a telematics server or a control area network (CAN).

[0020] The terminology used herein is solely for the purpose of describing particular embodiments and is not intended to limit the invention. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms unless the context clearly indicates otherwise. It is further understood that the terms "has" and / or "having" when used in this description describe the presence of the aforementioned features, integers, steps, processes, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, processes, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed elements.

[0021] Unless specifically stated or evident from the context used herein, the term "approximately" means within a normal technical tolerance, for example, within two standard deviations of the average. The term "approximately" may be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise evident from the context, all numerical values ​​used herein are modified by the term "approximately".

[0022] Fig. Figure 1 is a diagram illustrating a thermal management system for an electric vehicle according to an exemplary embodiment of the invention. Fig. Figure 2 is a diagram illustrating a first mode of a thermal management system for an electric vehicle according to an exemplary embodiment of the invention. Fig. Figure 3 is a diagram illustrating a second mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 4 is a diagram illustrating a third mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 5 is a diagram illustrating a fourth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 6 is a diagram illustrating a fifth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 7 is a diagram illustrating a sixth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 8 is a diagram illustrating a seventh mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention. Fig. Figure 9 is a diagram illustrating an eighth mode of a thermal management system for an electric vehicle according to another exemplary embodiment of the invention.

[0023] As in Fig. As shown in Figure 1, the thermal management system for the electric vehicle according to the invention can comprise an interior climate control unit 100, which has an air inlet unit 120 and an air outlet unit 140, a cooling core 160 which is installed in the interior climate control unit 100, a heating core 180 which is arranged between the air outlet unit 140 of the interior climate control unit 100 and the cooling core 160, a control flap 170 which is arranged in the interior climate control unit 100 and is configured to regulate the air supply to the heating core 180, a first flow path 200 through which a first refrigerant flows, circulating in such a way that it passes through the heating core 180, and which has an electric heater 220, a branch flow path 400 which branches off from an outlet point of the heating core 180 of the first flow path 200 and through a high-voltage battery heat exchanger unit 420 passes through, a control valve 500,which is arranged at a branch point between the first flow path 200 and the branch flow path 400, and has a second flow path 300 through which a second refrigerant flows, circulating between a compressor 320, a condenser 340 and the cooling core 160.

[0024] In particular, indoor or outdoor air can be introduced into the air inlet unit 120 of the indoor climate control unit 100. The air outlet unit 140 can be connected to an interior space 600 of the vehicle. The thermal management system can decrease or increase the temperature of a high-voltage battery mounted in the vehicle, or decrease or increase the interior temperature of the vehicle (e.g., the temperature in the vehicle's cabin). According to the invention, the high-voltage battery is in contact with the high-voltage battery heat exchanger unit 420, as shown in the Fig. Figures 1 to 9 are shown to adjust the temperature. In the first flow path 200, the first refrigerant can circulate through a pump 240.

[0025] Meanwhile, the indoor climate unit 100 according to the invention can comprise the air inlet unit 120 and the air outlet unit 140. As shown in the Fig. As shown in Figures 1 to 9, when the indoor air or the outdoor air flows through the air inlet unit 120, the temperature of the indoor air or the outdoor air flowing through the cooling core 160 or the heating core 180 is increased or decreased.

[0026] The cooling core 160, which is installed in the interior climate control unit 100, can be connected to the second flow path 300 and cooled by the second refrigerant flowing through it. The second refrigerant can be, but is not limited to, Freon gas or the like. The second refrigerant can circulate through the compressor 320, the condenser 340, etc., in the second flow path 300 and exchange heat with the interior or exterior air in the cooling core 160 to cool the air. When the cooled interior or exterior air is discharged into the interior 600 of the vehicle via the air outlet unit 140, the interior temperature of the vehicle decreases or rises.

[0027] As in the Fig. As shown in Figures 1 to 9, the heating core 180, which is installed in the interior climate control unit 100, can be connected to the first flow path 200 and heated by the first refrigerant flowing through the first flow path 200. The first refrigerant can be coolant or the like, but is not limited to this. The first refrigerant can pass through the electric heater 220 and the high-voltage battery heat exchanger unit 420, circulate in the first flow path 200, exchange heat with the interior or exterior air in the heating core 180, and heat the air, etc. When the heated interior or exterior air is discharged to the interior of the vehicle via the air outlet unit 140, the interior temperature of the vehicle increases.

[0028] Furthermore, after passing through the heating core 180, the first refrigerant can flow through the branch flow path 400 and into the high-voltage battery heat exchanger unit 420, thereby lowering its temperature. If necessary, the heated first refrigerant can be allowed to flow into the branch flow path 400 to raise the temperature of the high-voltage battery heat exchanger unit 420. The high-voltage battery can be charged and discharged most efficiently and to its maximum potential at a suitable temperature. Accordingly, the temperature of the high-voltage battery heat exchanger unit 420 can be raised to ensure that the high-voltage battery maintains a suitable temperature even when the outside temperature is low, such as in winter or under colder conditions.

[0029] Meanwhile, the control valve 500 can be arranged at a branch point located at the outlet of the heating core 180 to direct the first refrigerant such that it selectively flows through either the branch flow path 400 or the first flow path 200. It can be enabled (e.g., due to the positioning or opening of the control valve 500) for the first refrigerant passing through the heating core 180 to flow simultaneously to a section of the first flow path 200 (hereinafter referred to as a bypass flow path 260) and the branch flow path 400 (located at the outlet of the heating core 180), only to the bypass flow path 260, or only to the branch flow path 400.

[0030] The thermal management system for the electric vehicle according to the technology referred to requires separate thermal management systems to operate the high-voltage battery and the interior temperature of the vehicle, whereas the thermal management system according to the invention is suitable to adjust the interior temperature and the high-voltage battery of the vehicle solely by means of the existing heating core, which advantageously reduces the overall costs.

[0031] Meanwhile, according to the invention, the control flap 170 can be arranged between the cooling core 160 and the heating core 180 to control whether the air flowing through the cooling core 160 flows into the heating core 180 or whether a certain amount of the air flowing into it is regulated. When the control flap 170 closes the heating core 180, the air passing through the cooling core 160 flows into the air outlet unit 140 without passing through the heating core 180. When the control flap 170 opens the heating core 180, the air passing through the cooling core 160 flows into the heating core 180 and then, via the heating core 180, into the air outlet unit 140. Therefore, if only cooled air is required, the heating core 180 can be closed by the control flap 170, and if mixed air is required, the heating core 180 can be opened by the control flap 170.

[0032] Meanwhile, as in the Fig. As shown in Figures 1 to 9, the branch flow path 400 according to the invention branches off at the outlet point of the heating core 180 of the first flow path 200, passes through the high-voltage battery heat exchanger unit 420, and re-enters the first flow path 200 at an inlet point of the electric heater 220. Accordingly, even if the first refrigerant flows through the branch flow path 400, it can flow back through the first flow path 200 to form a circulation line. The control valve 500 according to the invention can be configured to regulate the supply of the first refrigerant to the branch flow path 400. When the control valve 500 closes the branch flow path 400, the first refrigerant can pass through the bypass flow path 260.When the control valve 500 opens the branch flow path 400, the first refrigerant can pass through the branch flow path 400 and then enter the first flow path 200.

[0033] Meanwhile, as in Fig. Figure 1 shows a flow chamber 190 on the side of the heating core 180 in the interior climate control unit 100 according to the invention. The air can pass through the cooling core 160 by means of the operation of the control flap 170 (operated by a control device) and then flow through the flow chamber 190 to the air outlet unit 140, or it can pass through the cooling core 160 and then flow through the heating core 180 to the air outlet unit 140. Furthermore, the thermal management system can also include a control device configured to operate the compressor 320, the electric heater 220, the control flap 170, and the control valve 500 to adjust the interior temperature of the vehicle or the temperature of the high-voltage battery. The first flow path 200 and the second flow path 300 can be adjusted by the control device.

[0034] The Fig. Figures 2 to 9 are diagrams illustrating the first to eighth modes according to the invention. A1, A2, A3, A4, A5, A6, A7, and A8 are reference symbols indicating conditions in which the outside air or the vehicle's interior air flows. W1, W2, W3, W4, W5, W6, W7, and W8 are reference symbols indicating conditions in which the first refrigerant circulates the first flow path 200. Specifically, as shown in the Fig. 1 and Fig. As shown in Figure 2, in the first mode for increasing the vehicle's interior temperature or the high-voltage battery temperature, the control unit is configured to operate the electric heater 220, adjust the control valve 500 to allow the first refrigerant to flow through the branch flow path 400, and adjust the control flap 170 to allow air to flow through the heating core 180. Specifically, the first refrigerant can be heated by the electric heater 220, and the vehicle's interior or exterior air can be heated by the heating core 180 and discharged to the vehicle's interior 600. The high-voltage battery heat exchanger 420 can be heated by the first refrigerant. The compressor 320 can be operated in such a way that the cooling core 160 does not operate, and therefore the vehicle's interior or exterior air cannot be cooled.

[0035] As in the Fig. 1 and Fig. As shown in Figure 3, in the second mode for increasing the vehicle's interior temperature and cooling the high-voltage battery, the control unit can be configured to adjust the control valve 500 to allow the first refrigerant to flow through the branch flow path 400, and to adjust the control flap 170 to allow air to flow through the heating core 180. Specifically, the first refrigerant can be heated by the high-voltage battery heat exchanger 420, and the vehicle's interior or exterior air can be heated by the heating core 180 and discharged to the vehicle's interior 600. The first refrigerant, cooled in the heating core 180, can then cool the high-voltage battery heat exchanger 420 again. The compressor 320 can be operated in such a way that the cooling core 160 does not operate, and therefore the electric heater 220 can also be controlled to be inactive.

[0036] As in the Fig. 1 and Fig. As shown in Figure 4, in the third mode for cooling the vehicle interior and increasing the temperature of the high-voltage battery, the control unit can be configured to operate the compressor 320 and the electric heater 220, adjust the control valve 500 to allow the first refrigerant to flow through the first flow path 200 and the branch flow path 400 at the branch point, and adjust the control flap 170 to allow air to flow through the flow chamber 190. Specifically, the first refrigerant can be heated by the electric heater 220 to increase the temperature of the high-voltage battery heat exchanger unit 420. The air cooled by the cooling core 160 does not pass through the heating core 180, but can pass through the flow chamber 190 and be discharged to the vehicle interior via the air outlet unit 140.

[0037] As in the Fig. 1 and Fig. As shown in Figure 5, in the fourth mode for cooling the vehicle interior and the high-voltage battery and dehumidifying the outside air or the vehicle interior air, the control unit can be configured to operate the compressor 320, adjust the control valve 500 to allow the first refrigerant to flow through the first flow path 200 and the branch flow path 400 at the branch point, and adjust the control flap 170 to allow air to flow through the electric heater 220. Specifically, the first refrigerant can be warmed after cooling the high-voltage battery heat exchanger unit 420 and then flow back to the heater core 180. Furthermore, the humidity of the air cooled by the cooling core 160 can decrease as the cooling core 160 becomes humidified. The temperature in the heater core 180 can then rise again, and the relative humidity can increase.Therefore, the cooled and dehumidified air can be discharged into the vehicle's interior. Since the first refrigerant, which is only heated by the high-voltage battery heat exchanger unit 420, does not reach a high temperature even when the cooled air passes through the heating core 180, the temperature can only increase minimally, and therefore the cooled air can be discharged.

[0038] As in the Fig. 1 and Fig. As shown in Figure 6, in the fifth mode for maintaining the temperature of the high-voltage battery and increasing the interior temperature of the vehicle, the control unit can be configured to operate the electric heater 220, adjust the control valve 500 to allow the first refrigerant to flow through the first flow path 200, and adjust the control flap 170 to allow air to flow through the heating core 180.In particular, since the first refrigerant, which is heated by the electric heater 220, can be heat-exchanged in the heating core 180 to heat the air, and flows through the control valve 500 only through the bypass flow path 260, it can be prevented or blocked from the first refrigerant flowing through the high-voltage battery heat exchanger unit 420, and therefore the temperature of the high-voltage battery heat exchanger unit 420 can be maintained, and only the interior temperature of the vehicle can be increased.

[0039] As in the Fig. 1 and Fig. As shown in Figure 7, in the sixth mode for maintaining the vehicle's interior temperature and increasing the high-voltage battery temperature, the control unit can be configured to operate the electric heater 220 and adjust the control valve 500 to allow the first refrigerant to flow through the branch flow path 400 at the branch point. Specifically, the first refrigerant, heated by the electric heater 220, can perform a heat exchange with the high-voltage battery heat exchanger 420, and the high-voltage battery temperature can be increased.

[0040] Furthermore, as in the Fig. 1 and Fig. As shown in Figure 8, in the seventh mode for maintaining the temperature of the high-voltage battery and cooling the vehicle interior, the control unit is configured to operate the compressor 320 and control the airflow so that it passes through the flow chamber 190. In particular, the cooled air passing through the cooling core 160 can be discharged to the interior via the flow chamber 190, and therefore the interior temperature of the vehicle can be reduced. As shown in the Fig. As shown in Figures 1 to 9, an outlet for discharging air to the outside of the vehicle can be provided in the air outlet unit 140 of the interior climate control unit 100, and an opening and closing flap 700 is configured to control the opening and closing of the outlet. The air can be discharged to the outside of the vehicle by adjusting the opening and closing flap 700.

[0041] As in the Fig. 1 and Fig. As shown in Figure 9, in the eighth mode for maintaining the vehicle's interior temperature and cooling the high-voltage battery, the control unit can be configured to operate the compressor 320, adjust the control valve 500 to allow the first refrigerant to flow through the branch flow path 400, adjust the control flap 170 to allow air to flow through the heating core 180, and adjust the outlet to allow the air to be discharged to the outside of the vehicle. Specifically, the cooled air passing through the cooling core 160 can heat exchange with the heating core 180. Therefore, the first refrigerant passing through the heating core 180 can be cooled, and the cooled first refrigerant can cool the high-voltage battery heat exchanger unit 420.Furthermore, since the opening and closing flap 700 is open, the air passing through the heating core 180 can escape via the outlet (A8 in . Fig. 9) to the outside of the vehicle. In addition, an interior flap 620, configured to regulate the flow of air into the interior 600 of the vehicle, can be closed to prevent air from flowing into the interior 600 of the vehicle.

[0042] According to the thermal management system for the electric vehicle, the system can raise or lower the temperature of the vehicle's interior or the high-voltage battery. In particular, there are advantages to having a single system simultaneously regulate the temperature of both the vehicle's interior and the high-voltage battery, thus reducing the number of parts required and lowering costs compared to using separate systems for temperature control.

Claims

[1] Thermal management system for an electric vehicle, comprising: an indoor climate unit (100) which is equipped with an air inlet unit (120) and an air outlet unit (140); a cooling core (160) which is installed in the indoor climate control unit (100); a heating core (180) which is arranged between the air outlet unit (140) of the indoor climate unit (100) and the cooling core (160); a control flap (170) which is located in the indoor climate unit (100) and is configured to regulate the air supply to the heating core (180); a first flow path (200) through which a first refrigerant flows, circulating in such a way that it passes through the heating core (180), and which has an electric heater (220); a branch flow path (400) that branches off from an outflow point of the heating core (180) of the first flow path (200) and passes through a high-voltage battery heat exchanger unit (420); a control valve (500) located at a branch point between the first flow path (200) and the branch flow path (400); a second flow path (300) through which a second refrigerant flows, circulating between a compressor (320), a condenser (340) and the cooling core (160), and a control device configured to operate the compressor (320), the electric heater (220), the control flap (170) and the control valve (500) to set a temperature of the interior of the vehicle or of a high-voltage battery, wherein an outlet for discharging air to the outside of the vehicle is formed in the air outlet unit (140) of the interior climate control unit (100), and an opening and closing flap (700) is provided which is configured to control the opening and closing of the outlet, wherein in an eighth mode for maintaining the interior temperature of the vehicle and cooling the high-voltage battery, the control unit is configured to operate the compressor (320), adjust the control valve (500) to allow the first refrigerant to flow through the branch flow path (400), adjust the control flap (170) to allow air to flow through the heating core (180), and adjust the outlet to allow the air to be discharged to the outside of the vehicle. [2] Thermal management system according to claim 1, wherein indoor air or outdoor air is introduced into the air inlet unit (120) of the indoor climate unit (100), and the air outlet unit (140) is connected to an interior space (600) of the vehicle. [3] Thermal management system according to claim 1 or 2, wherein the control flap (170) is arranged between the cooling core (160) and the heating core (180) to control whether air flowing through the cooling core (160) flows into the heating core (180). [4] Thermal management system according to one of claims 1 to 3, wherein the branch flow path (400) branches off at the outflow point of the heating core (180) of the first flow path (200), passes through the high-voltage battery heat exchange unit (420) and re-enters at an inflow point of the electric heater (220) of the first flow path (200). [5] Thermal management system according to any one of claims 1 to 4, wherein the control valve (500) regulates the supply of the first refrigerant to the branch flow path (400). [6] Thermal management system according to one of claims 1 to 5, wherein a flow chamber (190) is formed on one side of the heating core (180) in the indoor climate unit (100), and air flows through the cooling core (160) based on the setting of the control flap (170) and then flows through the flow chamber (190) into the air outlet unit (140) or passes through the cooling core (160) and then flows through the heating core (180) into the air outlet unit (140). [7] Thermal management system according to claims 1 to 6, wherein in a first mode for increasing the interior temperature of the vehicle or the temperature of the high-voltage battery, the control device is configured to operate the electric heater (220), adjust the control valve (500) to allow the first refrigerant to flow through the branch flow path (400), and adjust the control flap (170) to allow air to flow through the heating core (180). [8] Thermal management system according to claims 1 to 7, wherein in a second mode for increasing the interior temperature of the vehicle and cooling the high-voltage battery, the control device is configured to adjust the control valve (500) to allow the first refrigerant to flow through the branch flow path (400) and to adjust the control flap (170) to allow air to flow through the heating core (180). [9] Thermal management system according to any one of claims 1 to 8, wherein in a third mode for cooling the interior of the vehicle and increasing the temperature of the high-voltage battery, the control device is configured to operate the compressor (320) and the electric heater (220), adjust the control valve (500) to allow the first refrigerant to flow through the first flow path (200) and the branch flow path (400) at the branch point, and adjust the control flap (170) to allow air to flow through the flow space (190). [10] Thermal management system according to any one of claims 1 to 9, wherein in a fourth mode for cooling the interior of the vehicle and the high-voltage battery and dehumidifying the outside air or the interior air of the vehicle, the control device is configured to operate the compressor (320), adjust the control valve (500) to allow the first refrigerant to flow through the first flow path (200) and the branch flow path (400) at the branch point, and adjust the control flap (170) to allow air to flow through the heating core (180) so that the air exchanges heat with the first refrigerant. [11] Thermal management system according to any one of claims 1 to 10, wherein in a fifth mode for maintaining the temperature of the high-voltage battery and increasing the interior temperature of the vehicle, the control device is configured to operate the electric heater (220), adjust the control valve (500) to allow the first refrigerant to flow through the first flow path (200), and adjust the control flap (170) to allow air to flow through the heating core (180). [12] Thermal management system according to any one of claims 1 to 11, wherein in a sixth mode to maintain the interior temperature of the vehicle and increase the temperature of the high-voltage battery, the control device is configured to operate the electric heater (220) and adjust the control valve (500) to allow the first refrigerant to flow through the branch flow path (400) at the branch point. [13] Thermal management system according to one of claims 1 to 12, wherein in a seventh mode for maintaining the temperature of the high-voltage battery and cooling the interior of the vehicle the control device is configured to operate the compressor (320) and the control flap (170) to control air such that it flows through the flow space (190).

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