VEHICLE THERMAL MANAGEMENT SYSTEM USING AN INTEGRATED THERMAL MANAGEMENT VALVE AND COOLING CIRCUIT CONTROL METHOD OF THE SAME

Abstract

Vehicle thermal management system, featuring: an integrated thermal management valve (ITM) (1) for receiving engine coolant through a coolant inlet (3A) connected to an engine coolant outlet (112) of an engine (110) and for distributing the engine coolant flowing towards a radiator (300) via a coolant outlet path (3B) connected to a heating core (200) and the radiator (300); a water pump (120) arranged at a front end of an engine head coolant inlet (111) of the engine (110); a coolant branch flow path (107) branched off at a front end of the engine coolant inlet such that it is connected to an exhaust gas recirculation (EGR) cooler (500); and an intelligent single valve (SSV) (400) for adjusting an engine coolant flow in the EGR cooler flow path direction in the coolant branch flow path (107), characterized by the fact that The coolant outlet path (3B) has a radiator outlet path (3B-1) connected to the radiator (300), a heater outlet path (3B-2) connected to the heater core (200), and an EGR outlet hole (3B-3) connected to the EGR cooler (500), which is connected to the coolant branch flow path (107).

Description

BACKGROUND OF REVELATION Area of ​​Revelation

[0001] The present disclosure relates to a vehicle thermal management system and, more specifically, to a cooling circuit control of a vehicle thermal management system. The vehicle thermal management system can control the flow rate of engine coolant at an EGR cooler side by means of an intelligent control valve, in addition to a variable-separation cooling control of an integrated thermal management valve. This improves the rapid warm-up and heating performance of an engine while shortening the EGR usage time, thus enabling improved fuel efficiency. Description of the related technology

[0002] In general, simultaneously achieving high fuel efficiency and high performance is a representative trade-off problem for gasoline and diesel vehicles. One method for solving this trade-off problem is, for example, to improve the performance of a vehicle thermal management system (VTMS).

[0003] The reason for resolving the compromise problem by improving VTMS performance is that the VTMS can be designed to integrate an engine cooling system, an exhaust gas recirculation (EGR) system, an automatic transmission fluid (ATF) system, and a heating system with a single engine. The VTMS can effectively distribute and control the hot engine coolant transferred to each of these systems, according to the vehicle or engine operating conditions, thereby achieving both high fuel efficiency and high performance.

[0004] Therefore, the VTMS is a design factor where the efficiency of engine coolant distribution control is crucial. For this reason, some of the multiple heat exchange systems connected to the engine maintain a high coolant temperature, while others maintain a low coolant temperature. This necessitates the use of an integrated thermal management valve (ITM, hereinafter referred to as ITM) for coolant distribution control to efficiently manage the multiple heat exchange systems simultaneously.

[0005] For example, the ITM has an inlet into which engine coolant flows and four ports, allowing the received engine coolant to flow out in different directions. The cooling system, the exhaust gas recirculation (EGR) system, the automatic transmission fluid (ATF) system, and the heating system can be connected in four different ways via these four ports, thus optimizing the heat exchange effect of the engine coolant, whose temperature varies according to the engine's operating conditions.

[0006] In this case, the cooling system can be a radiator for reducing the engine coolant temperature by exchanging heat with the ambient air. The EGR system can be an EGR cooler for reducing the temperature of the EGR gas, which is transferred from the exhaust gas to the engine, by exchanging heat with the engine coolant. The ATF system can be an oil heater for increasing the ATF temperature by exchanging heat with the engine coolant. The heating system can be a heater core for increasing the ambient air temperature by exchanging heat with the engine coolant.

[0007] Furthermore, the ITM performs ITM valve opening control using a temperature detection value from a coolant temperature sensor provided on the coolant inlet / outlet side of the engine, in the corresponding coolant controls of the EGR cooler, oil warmer and heating core, so that it is more effective in reducing fuel consumption while improving the overall cooling efficiency of the engine.

[0008] The content described in the description of the related technology serves to support the understanding of the background of the present revelation and may reveal what is not previously known to the experts in this field to whom the present revelation is addressed.

[0009] However, in recent years, fuel efficiency improvement requirements, which are further intensified for gasoline / diesel vehicles, have necessitated VTMS performance improvement, leading to the performance improvement requirement for an ITM engine coolant distribution control system.

[0010] The reason for the performance improvement requirement is that the ITM can further improve the efficiency of the engine coolant distribution control by changing an ITM layout that connects an engine and a system.

[0011] For example, the ITM layout is more effective if it is designed to first enable variable flow pattern control of the engine coolant in an engine, second enable position optimization of one of the cooling / EGR / ATF / heating systems, and third enable optimization of exhaust gas heat recovery control performance.

[0012] A vehicle thermal management system according to the preamble of claim 1 is known, for example, from DE 10 2008 035 880 A1.

[0013] A valve arrangement for a heat management system is known from DE 10 2018 116 710 A1. BRIEF DESCRIPTION OF THE REVELATION

[0014] Therefore, it is an object of the present invention, taking the foregoing into account, to provide a vehicle thermal management system that uses a layered ball-type integrated thermal management valve and a cooling circuit control method thereof, which can employ a layered valve body in the integrated thermal management valve. This implements the ITM layout, which enables variable flow pattern control of the engine coolant in the engine, the optimal positioning of the engine-associated system, and optimal exhaust gas heat recovery control. In particular, the vehicle thermal management system and the cooling circuit control method can control the flow rate of the engine coolant on the EGR cooler side in accordance with an intelligent single valve (i.e., a variable flow control valve).: Smart Single Valve (SSV)) via the four-port ITM layout, thereby improving the engine's rapid warm-up and heating performance, while improving fuel efficiency by shortening the EGR usage time.

[0015] To solve the problem, the invention provides a vehicle thermal management system according to claim 1 and a cooling circuit control method of a vehicle thermal management system according to claim 5.

[0016] In other words, a vehicle thermal management system in accordance with the present invention comprises: an ITM for receiving engine coolant via a coolant inlet connected to a coolant outlet of an engine and for distributing the engine coolant, which flows externally to a radiator via a coolant outlet path connected to a heater core and a radiator; a water pump arranged at the front end of an engine coolant inlet of the engine; a coolant branch flow path branching off at the front end of the engine coolant inlet to connect to the EGR cooler; and an SSV for adjusting an engine coolant flow in the EGR cooler flow path direction in the coolant branch flow path, wherein the coolant outlet path comprises: a radiator outlet path connected to the radiator; a heater outlet path connected to the heater core;and an EGR outlet port connected to the EGR cooler, which is connected to the coolant branch flow path.

[0017] In one embodiment, the EGR coolant flow path direction can be an EGR coolant flow path in which the EGR cooler is located and to which the SSV is connected.

[0018] In one embodiment, the EGR outlet hole can be connected to the EGR coolant flow path of the EGR cooler.

[0019] In one embodiment, the engine coolant outlet can have a cylinder head coolant outlet and an engine block coolant outlet. The coolant inlet can have a cylinder head coolant inlet connected to the cylinder head coolant outlet and an engine block coolant inlet connected to the engine block coolant outlet.

[0020] In one embodiment, the valve opening of the ITM can form the opening or closing of the engine head coolant inlet and the engine block coolant inlet in opposite directions.

[0021] In one embodiment, the opening of the cylinder head coolant inlet in an engine can form a parallel flow, in which the coolant flows outwards to the cylinder head coolant outlet. The opening in the engine block coolant inlet can form a cross flow, in which the coolant flows outwards to the engine block coolant outlet.

[0022] Furthermore, a coolant circuit control method of a vehicle thermal management system in accordance with the present invention comprises, in other words: distributing the coolant flowing to a heating core and a radiator by allowing the engine coolant circulating in a water pump and the radiator to flow from an ITM into an engine; adjusting a coolant flow in the coolant branch flow path that branches off at the front end of the engine coolant inlet, which is connected to an EGR cooler by means of an SSV; distributing the coolant by changing the outlet path of the coolant outlet path connected to the heating core to the ITM; and adjusting the coolant flow by changing the coolant branch flow path connected to an EGR outlet port of the coolant outlet path connected to the EGR cooler to the SSV.and implementing one of states STATE 1, STATE 2, STATE 3, STATE 4 and STATE 5 as an engine coolant control mode of a vehicle thermal management system under a valve opening control of the ITM and the SSV by means of a valve control.;

[0023] In one embodiment, the valve control can determine the operating condition, with the vehicle operating information being recognized by the vehicle's thermal management system. The operating condition can be used for the transition condition for switching states, while the control of states STATE 1, STATE 2, STATE 3, STATE 4, and STATE 5 is determined.

[0024] In one embodiment, STATE 1, the ITM can open the engine head coolant inlet while closing the engine block coolant inlet, coolant outlet path, and heater outlet path. The SSV can close the coolant branch flow path with respect to an engine inlet and an engine outlet.

[0025] In one embodiment, STATE 2, the ITM can open the heater outlet path while opening the engine head coolant inlet, while closing the radiator outlet path while partially opening the engine block coolant inlet. The SSV can open the coolant branch flow path with respect to an engine outlet while closing it with respect to an engine inlet.

[0026] In one embodiment, STATE 3, the ITM can open the engine head coolant inlet and heater outlet path while closing the radiator outlet path, and partially opening the engine block coolant inlet. The SSV can close the coolant branch flow path with respect to an engine inlet and an engine outlet.

[0027] In one embodiment, shown in STATE 4, the ITM can open the engine head coolant inlet and heater outlet path, while partially opening the coolant outlet path and closing the engine block coolant inlet. The SSV can open the coolant branch flow path with respect to an engine inlet while closing it with respect to an engine outlet.

[0028] In one embodiment, shown in STATE 5, the ITM can open the engine block coolant inlet, radiator outlet path, and heater outlet path while closing the engine head coolant inlet. The SSV can open the coolant branch flow path with respect to an engine inlet while closing it with respect to an engine outlet.

[0029] In one embodiment, the valve control can be switched to an engine coolant control mode, which opens the ITM valve opening to a maximum cooling position when the engine is stopped.

[0030] Furthermore, an integrated thermal management valve, in accordance with the present disclosure, allows engine coolant flowing from an engine to enter and exit by rotating a first and a second layer ball in a valve housing. The valve housing comprises: a housing heater port forming a heater outlet path that directs the engine coolant to a heater core side; an EGR outlet port opening to an EGR cooler side; and a cooler port forming a first-direction flow path opening to a cooler side.

[0031] In one embodiment, the first layer ball can allow the coolant to flow from the interior of the valve housing to its surroundings. The second layer ball can allow the engine coolant to flow from the surroundings of the valve housing to its interior.

[0032] In one embodiment, the first layer ball can form a channel flow path that communicates with the heater connection and the cooler outlet. The channel flow path can be shaped in such a way that one end tapers towards the channel end.

[0033] In one embodiment, the second layer ball can form a head flow path in the head direction through a motor head coolant inlet connected to a motor head coolant outlet of the motor, and a block flow path in the block direction through a motor block coolant inlet connected to a motor block coolant outlet of the motor, with the opening and closing of the head direction flow path and the block direction flow path being formed opposite to each other.

[0034] In one embodiment, the first and second layer balls can be rotated by an actuator to form an engine coolant control mode using an ITM valve opening control. The engine coolant control mode can be implemented by performing the ITM valve opening control using the valve control, which takes as input data the engine coolant temperature outside the engine, detected by a first WTS, and the engine coolant temperature inside the engine, detected by a second WTS.

[0035] The present disclosure has the following advantages by simultaneously improving the integrated thermal management valve and the vehicle thermal management system.

[0036] For example, the functions and effects that occur in the integrated thermal management valve are described below. First, it is possible to implement the engine coolant distribution control effect in such a way that it remains the same while reducing the existing coolant flow inlet / outlet ports (for example, reducing it from four ports to three) by changing the number of the two layer balls, which have a cylindrical structure. Second, it is possible to simplify the structure due to the reduction in the number of ports. Third, it is possible to simplify the valve structure, thereby saving costs.

[0037] For example, the following are the functions and effects that occur in the vehicle's thermal management system when the 2-layer ITM layout of the layered ball-type integrated thermal management valve is used. Firstly, it is possible to: improve fuel efficiency under normal load conditions by implementing variable flow pattern control in the engine during parallel flow, where the cylinder block temperature is increased to a degree that benefits friction improvement; improve knocking under high load conditions during cross flow, where the cylinder block temperature is reduced; and simultaneously improve performance / fuel efficiency / durability by improving knocking and friction.Secondly, it is possible to control the flow rate of the engine coolant in the EGR cooler in accordance with the ITM and SSV, thereby improving the EGR condensate problem during the initial engine start and, in particular, reducing the EGR temperature by ensuring a sufficient flow rate in the EGR cooler after warm-up, while shortening the EGR operating time to lower the intake air temperature, thus further improving fuel efficiency and performance. Thirdly, it is possible to improve heating performance and implement rapid warm-up to enable faster warm-up of the coolant / engine oil / transmission oil, thereby also improving the vehicle's marketability through the gradual improvement shown on the fuel efficiency label (for example, an indication of the energy consumption efficiency rating). BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram illustrating an example of a vehicle thermal management system that uses a 2-layer layered ball-type integrated thermal management valve in accordance with the present disclosure. Fig. Figure 2 is a diagram illustrating an example in which a layer ball of the integrated thermal management valve, in accordance with the present disclosure, uses a double layer as the first and second layer ball. Fig. Figure 3 is a diagram illustrating an example in which the opening / closing of an output port of a motor head and motor block is applied in opposite directions when rotating a coolant outflow path of a first layer ball and a second layer ball, in accordance with the present disclosure. Fig. Figure 4 is a diagram illustrating a condition in which engine coolant flows out to an ITM while in an engine a parallel flow or a cross flow is carried out by means of opposing operation between the outlet ports of the engine head and the engine block, in accordance with an example in the present disclosure. Fig. Figure 5 is a functional sequence of a cooling circuit control procedure of a vehicle thermal management system in accordance with an example of the present disclosure. Fig. 6A and Fig. Figure 6B are diagrams illustrating a mutually associated control state of an ITM and an SSV of a valve control in accordance with STATE 1-7 of an engine coolant control mode, in accordance with an example of the present disclosure. DESCRIPTION OF SPECIFIC EXECUTION FORMS

[0038] Various embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. Since these embodiments can be implemented in various different forms by those skilled in the art, to whom the present disclosure is addressed, they are not limited to the embodiment described herein.

[0039] Referring to Fig. 1 comprises a vehicle thermal management system (hereinafter referred to as VTMS) 100: a 2-layer integrated thermal management valve (hereinafter referred to as ITM) 1; a coolant circulation system 100-1 for adjusting the temperature of an engine coolant; a coolant distribution system 100-2 consisting of a heat exchange system; a smart single valve 400 (SSV) for adjusting a coolant flow distributed by the ITM 1; an EGR cooler 500 for controlling the temperature of the EGR gas transferred to an engine, the exhaust gas; and a valve control 1000.

[0040] In particular, in the vehicle thermal management system 100, the EGR cooler 500 is located at the front end of the engine and is connected to the engine coolant that is diverted from the front end of the engine (for example, from the outlet side of the water pump), or it is connected to the engine coolant that is diverted from the rear end of the engine (for example, from an EGR outlet port 3B-3 of the ITM 1 (see Fig. 2)) is branched off in the valve opening direction of the SSV 400.

[0041] For this purpose, the EGR cooler 500 is connected to the SSV 400, which is arranged in an EGR coolant flow path 106, which is connected to an EGR outlet hole 3B-3 of the ITM 1 (see Fig. 2) and which is open, by using the EGR coolant flow path 106 as an engine outlet side port communicating with the EGR outlet port 3B-3, and using the coolant branch flow path 107, which is connected to the water pump outlet of the water pump 120 as an engine inlet side port of the front end of the engine, to receive the flow rate of coolant required for initial operation of the engine 110, with a small amount of engine coolant flowing from the water pump outlet in the initial state of the SSV 400. In this case, the EGR coolant flow path 106 is connected to the first coolant flow path 101 at the front end of the water pump 120, forming the coolant circuit system 100-1, so that it is formed as a single line.

[0042] Furthermore, when the valve opening of the SSV 400 switches from the opening of the engine intake side port to the opening of the engine exhaust side port, the EGR cooler 500 shortens the EGR operating time, thus improving fuel efficiency during warm-up. Conversely, when switching from the opening of the engine exhaust side port to the opening of the engine intake side port, the EGR cooler 500 ensures a consistent flow rate after warm-up and enhances EGR cooling by supplying a small amount of coolant to reduce the EGR temperature and the intake air temperature. This improves fuel efficiency and performance.

[0043] Therefore, the vehicle thermal management system 100 can control the flow rate of the engine coolant on the EGR cooler 500 side under the combined control of the ITM 1 and the SSV 400 before and after the engine 110 warms up. This shortens the EGR usage time, which is able to improve fuel efficiency, and improves the heating performance of the heating core 200, which is used as the heat exchange system, while simultaneously implementing the rapid warm-up of the engine / engine coolant / automatic transmission fluid.

[0044] The coolant described below refers to an engine coolant.

[0045] In particular, the ITM 1 improves the heat exchange efficiency together with the fast switching of the coolant control mode (e.g. STATES 1-5) of the vehicle thermal management system 100 in the opening direction of the SSV 400 connected to the ITM 1, even when all functions implemented by the existing 4-terminal ITM are performed, by means of a variable separation cooling operation using a 3-terminal combination of a first layer ball 10A and a second layer ball 10B forming a layer ball 10.

[0046] In particular, the engine 110 is a gasoline engine. The engine 110 comprises an engine coolant inlet 111, into which coolant flows, and a cylinder head coolant outlet 112-1 and a block coolant outlet 112-2, from which the coolant flows. The engine coolant inlet 111 is connected to a water pump 120 via the first coolant flow path 101 of the engine cooling system. The cylinder head coolant outlet 112-1 is formed on a cylinder head, which includes a camshaft, a valve system, and the like, for connection with a cylinder head coolant inlet 3A-1 of the ITM 1. The block coolant outlet 112-2 is formed on an engine block, which includes a cylinder, a piston, a crankshaft, and the like, for connection with the block coolant inlet 3A-2 of the ITM 1.

[0047] Furthermore, the engine 110 has a first water temperature sensor (WTS) 130-1 and a second water temperature sensor (WTS) 130-2. The first WTS 130-1 detects the temperature of the engine coolant inlet side 111 of the engine 110. The second WTS 130-2 detects the temperature of the engine coolant outlet side 112 of the engine 110 in order to transmit it accordingly to the valve control 1000.

[0048] In particular, the coolant circuit system 100-1 consists of a water pump 120 and a radiator 300 and forms a coolant circuit for the engine 110 by means of the first coolant flow path 101. Furthermore, the coolant circuit system 100-1 is connected to the EGR cooler 500 by connecting the coolant branch flow path 107 to the water pump outlet of the water pump 120.

[0049] For example, water pump 120 pumps the engine coolant to form the coolant circuit. For this purpose, water pump 120 uses either a mechanical water pump, which is connected to the crankshaft of the block by means of a belt or chain to pump the engine coolant to the block side of engine 110, or an electronic water pump, which operates by a control signal from an electronic control unit (ECU). Radiator 300 cools the high-temperature coolant flowing from engine 110 by exchanging heat with the air.

[0050] In particular, the first coolant flow path 101 is connected to the radiator outlet path 3B-1 of the coolant outlet path 3B of the ITM 1 (see Fig. 2), so that the coolant flowing from ITM 1 is distributed.

[0051] In particular, the coolant distribution system 100-2 forms the coolant circuit by means of the second coolant flow path 102, which is connected to the ITM 1, using the heating element 200, which increases the ambient air temperature by exchanging heat with the engine coolant, as a heat exchange system. In this case, the second coolant flow path 102 is arranged parallel to the first coolant flow path 101. Furthermore, the second coolant flow path 102 is formed in a conduit by being connected to the first coolant flow path 101 at the front end of the water pump 120. In particular, the heating element 200 is connected in parallel to the EGR cooler 500.

[0052] In particular, the second coolant flow path 102 is connected to the heater outlet path 3B-2 of the coolant outlet path 3B of the ITM 1 (see Fig. 2) to form the coolant circuit by means of coolant distribution using a path other than the radiator outlet path 3B-1.

[0053] Therefore, the coolant distribution system 100-2 receives the coolant via the heater outlet path 3B-2 of the ITM 1 in order to circulate it in the second coolant flow path 102.

[0054] In particular, the SSV 400 receives the engine coolant flowing from the water pump 120 at the front end of the engine using the opening direction of the coolant branch line 107 as the engine inlet side port to connect it to the EGR cooler 500, or transmits the flow rate of the engine coolant flowing from the engine outlet side through the ITM 1 using the opening direction of the coolant branch line 107 as the engine outlet side port in accordance with the valve opening by means of the rotation of an SSV valve body embedded in an SSV housing.In this case, the SSV 400 is configured such that its initial state is slightly open, allowing the EGR coolant flow path 106 and the coolant branch line 107 to communicate with the front end of the engine. This enables a small amount of coolant, required for the initial engine start-up 110, to flow to the EGR cooler 500. In this example, the initial opening state of the SSV 400 corresponds to the size of a leak that allows a small amount of coolant to flow, improving the temperature sensitivity of the EGR cooler 500 during the initial start-up. Furthermore, switching the opening direction of the coolant branch line 107 by means of the valve opening of the SSV 400 classifies an SSV operating mode into B, C, D, and E.

[0055] In particular, the SSV 400 is configured symmetrically with respect to the section in which two ports (i.e., the engine inlet side port and the engine outlet side port) are either fully closed or slightly open with respect to the opening / closing of the coolant branch line 107. In other words, the SSV 400 consists of the section in which only the engine outlet and inlet sides are open from 0 to 100%, and the section in which the opposite port is slightly open in a state in which one side port is 100% open.

[0056] For example, the SSV 400 forms an interior space into which the engine coolant, diverted to the SSV housing, flows in and out. The SSV valve body, housed within this interior space, is controlled by the Valve Control 1000 to form the opening of the SSV valve. For this purpose, the SSV 400 incorporates a two-way variable flow rate control valve.

[0057] In particular, the valve control 1000 optionally forms the coolant flow of the first coolant flow path 101, which circulates in the cooler 300 of the coolant circuit system 100-1, and the coolant flow of the second coolant flow path 102, which circulates in the heater core 200 of the coolant distribution system 100-2 under the valve opening control of the ITM 1, and the coolant flow of the EGR coolant flow path 106 through the engine exhaust side port, which circulates through the EGR cooler 500 under the valve opening control of the SSV 400, and the coolant connection flow of the coolant branch flow path 107, which receives the engine coolant flowing from the water pump 120 at the front end of the engine to transfer it to the EGR cooler 500 under the valve opening control of the SSV 400.

[0058] For this purpose, the valve control unit 1000 shares information from the engine control unit (e.g., from the information input unit 1000-1) for controlling the engine system via CAN and receives temperature sensing values ​​from the first and second WTS 130-1 and 130-2 to control the valve opening of the ITM 1 and the SSV 400, respectively. Specifically, the valve control unit 1000 has a memory in which logic or a program corresponding to the coolant control mode (e.g., STATE 1-5) is stored and outputs the valve opening signals from the ITM 1 and the SSV 400.

[0059] Furthermore, the valve control 1000 has the information input 1000-1 and a variable-separation coolant assignment 1000-2, which is provided with an ITM assignment that assigns the valve opening of the ITM 1 to the engine coolant temperature condition and the operating condition in accordance with the vehicle information, and an SSV assignment that assigns the valve opening of the SSV 400 to the engine coolant temperature condition and the operating condition in accordance with the vehicle information.

[0060] Specifically, the information input unit 1000-1 acquires an IG on / off signal, vehicle speed, engine load, engine temperature, coolant temperature, transmission oil temperature, ambient air temperature, an ITM operating signal, acceleration / brake pedal signals, and similar data to provide to the valve control unit 1000 as input data. In this case, the vehicle speed, engine load, engine temperature, coolant temperature, transmission oil temperature, ambient air temperature, and similar data are used as the operating conditions. Therefore, the information input unit 1000-1 can function as an engine control unit for managing the entire engine system.

[0061] Fig. 2 and Fig. Figure 3 illustrates a detailed configuration of the ITM 1.

[0062] Referring to Fig. 2 The ITM 1 performs an engine coolant distribution control and an engine coolant flow stop control in accordance with a variable-separation coolant operation by means of a combination of a first layer ball 10A and a second layer ball 10B, of which the layer ball 10 consists.

[0063] Therefore, the ITM 1 can implement the coolant control mode of the vehicle thermal management system 100 under the engine coolant distribution control, which is provided with priority in the same opening condition of the ITM 1, even while all functions are performed by the existing 4-terminal ITM in the 3-terminal configuration of the first and second layer balls 10A, 10B, which comprise layer ball 10, and is further associated with B, C, D, E, which are the unique operating modes of the SSV 400. This improves heat exchange efficiency along with fast mode switching.

[0064] Furthermore, the ITM 1 has a valve housing 3 that accommodates the layer ball 10 and forms three ports, and an actuator 5 (shown in Fig. 7) to operate the layer ball 10 under the control of the valve control 1000.

[0065] In particular, the valve housing 3 forms an interior space in which the layer ball 10 is accommodated and provides three connections through which the engine coolant flows into and out of the interior and exterior spaces. The three connections consist of the coolant inlet 3A, which provides one inlet direction via a single connection, and the coolant outlet 3B, which provides three outlet directions via two connections (for example, to the radiator, the heater core, and the EGR cooler).

[0066] For example, coolant inlet 3A has a cylinder head coolant inlet 3A-1, which is connected to the cylinder head coolant outlet 112-1 of engine 110, and a cylinder block coolant inlet 3A-2, which is connected to the cylinder block coolant outlet 112-2 of engine 110. Furthermore, coolant outlet path 3B has a radiator outlet path 3B-1, which is connected to the first coolant flow path 101, which is connected to radiator 300, a heater outlet path 3B-2, which is connected to the second coolant flow path 102, which is connected to heater core 200, and an EGR outlet hole 3B-3, which is connected to the EGR coolant flow path 106 of EGR cooler 500. In this case, the EGR outlet hole 3B-3 in the valve housing 3 is perforated as a hole.

[0067] In particular, the cooler outlet path 3B-1 can be formed in a generally symmetrical structure to apply a 0-100% variable control unit to partially maintain the 100% opening condition of the cooler in order to specify the switching range of the mode for the variable flow pattern control.

[0068] In particular, the actuator 5 is connected to a speed reducer 7 by means of a motor. In this case, the motor can be a direct current (DC) motor or a stepper motor controlled by the valve control 1000. The speed reducer 7 consists of a motor gear, which is rotated by a motor, and a valve gear, which has a transmission shaft 7-1 for rotating the layer ball 10.

[0069] Therefore, the actuator 5, the speed reducer 7, and the gear shaft 7-1 have the same configuration and operating structure as the general ITM 1. However, there is a difference in that the gear shaft 7-1 is designed to rotate the first layer ball 10A and the second layer ball 10B of the layer ball 10 together during operation of the motor 6 in order to change a valve opening angle.

[0070] Referring to Fig. 3. The first and second layer balls 10A and 10B are each formed by cutting a channel flow path 13 through a specific section of a sphere body 11 of the hollow sphere, and the channel flow path 30 is formed at approximately 180° relative to the 360° of the sphere body 11. Furthermore, the first layer ball 10A forms the radiator outlet path 3B-1 and the heater outlet path 3B-2 as connections. The second layer ball 10B forms the openings of the engine head coolant inlet 3A-1 and the engine block coolant inlet 3A-2 opposite each other.

[0071] In particular, if the channel flow path 13 is fully open in a head-direction section (fa) of the engine head coolant inlet 3A-1 in accordance with the direction of rotation of the ball body 11, the channel flow path 13 is fully blocked in a block-direction section (fb) of the engine block coolant inlet 3A-2, or is partially open in the head-direction section (fa) and the block-direction section (fb) simultaneously. Furthermore, the channel flow path 13 forms a radiator section (fc) of the radiator outlet path 3B-1 and a heater core section (fd) of the heater outlet path 3B-2.

[0072] As a result, a path is formed in which the coolant flowing into the first and second layer balls 10A, 10B flows from the first layer ball 10A to the first coolant flow path 101, the second coolant flow path 102 and the EGR coolant flow path 106.

[0073] Fig. Figure 4 illustrates an example of a coolant formation pattern of ITM 1 using the reciprocal opposite opening or closing of the engine head coolant inlet 3A-1 and the engine block coolant inlet 3A-2 of the second layer ball 10B. In this case, the coolant formation pattern is classified into a parallel flow (Pf) formed in STATE 1 and 5 of the engine coolant control mode, and a cross flow (Cf) formed in STATE 2, 3 and 5 of the engine coolant control mode.

[0074] For example, the parallel flow of coolant opens the cylinder head coolant inlet 3A-1 by 100% to communicate with the cylinder head coolant outlet 112-1, while simultaneously closing the engine block coolant inlet 3A-2 by 100% to block it from the engine block coolant outlet 112-2, thus ensuring that the coolant in the engine 110 flows only towards the cylinder head. In this case, the parallel flow increases the block temperature of the engine 110, thereby improving fuel efficiency.

[0075] For example, the crossflow opens the engine block coolant inlet 3A-2 by 100% to communicate with the engine block coolant outlet 112-2, while simultaneously closing the cylinder head coolant inlet 3A-1 by 100% to block off the cylinder head coolant outlet 112-1, thus ensuring that the coolant in the engine 110 flows only to the block side. In this case, the crossflow reduces the block temperature of the engine 110, thereby improving knock resistance and durability.

[0076] In particular, the valve opening of ITM 1 can form a switching range between parallel flow (Pf) and cross flow (Cf). In this case, the switching range maintains the opening of the cooler flow path, which has the 0 to 100% symmetry setting of the variable control at 100% in a state where the flow path of the heater outlet path 3B-2 of the first layer ball 10A has continuously maintained full opening, thus being implemented by means of a coupling control that forms the simultaneous opening section of the head direction section (fa) and the block direction section (fb) of the second layer ball 10B.

[0077] Fig. 5, Fig. 6A and Fig. Figure 6B illustrates a variable-separation coolant control method of a coolant control mode (for example, STATE 1-5) of the vehicle thermal management system 100 in accordance with an example. In this case, the controlled object is the valve control 1000, and the control objective includes the operation of the heat exchange system, in which the direction of the valve is controlled based on the ITM 1 and the SSV 400, in which the valve opening is controlled accordingly.

[0078] As illustrated, the coolant circuit control procedure of the vehicle thermal management system, which uses ITM 1, determines an engine coolant control mode (S20) by acquiring the ITM variable control information of the heat exchange system via valve control 1000 (S10) and then performs variable-separation coolant valve control (S30-S60). As a result, the vehicle thermal management system control procedure can simultaneously implement rapid engine warm-up and rapid warm-up of the engine oil / transmission fluid (ATF). In particular, fuel efficiency and heating performance can be improved simultaneously by shortening the EGR usage time.

[0079] Specifically, the valve control unit 1000 acquires the ITM variable control information of the heat exchange system (S10) using an IG on / off signal, vehicle speed, engine load, engine temperature, coolant temperature, transmission oil temperature, ambient air temperature, an ITM operating signal, acceleration / brake pedal signals, and similar input data provided by the information input unit 1000-1. In other words, the operating information of the vehicle thermal management system 100, in which the radiator, EGR cooler, and heater core are optionally combined by means of the valve control unit 1000, is detected.

[0080] Subsequently, the valve control 1000 assigns the valve opening of ITM 1 to the engine coolant temperature condition using the ITM assignment of the variable-separation coolant assignment 1000-2, and simultaneously assigns the valve opening of SSV 400 using the SSV assignment with reference to the input data of the information input 1000-1, and then determines the engine coolant control mode (S20). In this case, determining the engine coolant control mode (S20) uses an operating condition, and the operating condition is determined using vehicle speed, engine load, engine temperature, coolant temperature, transmission oil temperature, ambient air temperature, and similar factors to be identified as a state of the various conditions according to its value.

[0081] As a result, the valve control 1000 adopts the variable-separation coolant valve control (S30-60). For example, the variable-separation coolant valve control (S30-60) is classified into a warm-up control (S30) and a post-warm-up control (S40), in which the mode is switched by applying a transition condition in accordance with the operating condition, and into an engine stop control (S50 and 60) in accordance with the engine stop (e.g., IG-Off).

[0082] In particular, the valve control 1000 determines the need for warm-up by applying the warm-up mode (S30) and then adopts a fuel efficiency priority mode control (S31), a heating priority mode control (S32), or a maximum heating priority mode control (S33) with reference to the warm-up control (S30). Furthermore, the valve control 1000 adopts a fuel efficiency mode control (S41) or a high-speed mode control (S42) with reference to the post-warm-up control (S40).

[0083] In particular, the valve control unit 1000 detects the engine stop (S50) and then executes the engine stop control (S60). In this case, during the engine stop control (S60), since the engine is in an engine stop (IG-Off) state, the ITM 1 is switched to a state in which it is open at the maximum cooling position by the valve control unit 1000.

[0084] Referring to the Fig. 6A and Fig.6B the operation of the fuel efficiency priority mode control (S31), the heating priority mode control (S32), the maximum heating priority mode control (S33), the fuel efficiency mode control (S41) and the high speed mode control (S42) are described below.

[0085] For example, in the fuel efficiency priority mode control (S31), the valve opening of ITM 1 closes the radiator outlet path 3B-1 and the heater outlet path 3B-2 while opening the cylinder head coolant inlet 3A-1 and closing the engine block coolant inlet 3A-2. Furthermore, the valve opening of SSV 400 is switched to close the coolant branch flow path 107 with respect to the engine intake side port and the engine exhaust side port (in the figures, the engine exhaust side is designated by reference numeral 400-1) in order not to form the engine coolant connection flow from the SSV 400 to the EGR cooler 500, while the EGR cooler 500 only forms a small amount of the engine coolant flow that flows from the ITM 1 side in the initial opening state of the SSV 400.

[0086] Therefore, in STATE 1, the fuel efficiency mode control (S31), which forms the parallel flow, stops the flow of engine coolant through the engine until it reaches the flow stop release temperature, thereby raising the engine temperature as quickly as possible. In this case, the transition condition for stopping the fuel efficiency priority mode control (S31) uses reaching the engine temperature condition that coincides with the flow stop release temperature after a cold start, due to the increase in coolant temperature, or the high-speed / high-load condition of rapid acceleration in accordance with depressing the accelerator pedal.

[0087] For example, in the heater priority mode control (S32), the opening of ITM 1 closes the radiator outlet path 3B-1 and almost fully opens (approximately 90%) the heater outlet path 3B-2, while simultaneously opening the cylinder head coolant inlet 3A-1 and partially opening the engine block coolant inlet 3A-2. Furthermore, the valve opening of SSV 400 switches to close the coolant branch flow path 107 with respect to the engine inlet side port and open it with respect to the engine outlet side port, so that the EGR cooler 500 receives the engine coolant flow rate from the ITM 1 side through the opening of the engine outlet side port of SSV 400.

[0088] Therefore, the heating priority mode control (S32) in STATE 2, which forms the crossflow, performs the flow rate control of the heater core 200 page (however, the heater control section is used during warm-up before the heater is turned on). In this case, the transition condition to stop the heating priority mode control (S32) uses the initial coolant / ambient temperature of a certain temperature or higher (i.e., the fuel efficiency priority mode switchable temperature), the coolant temperature threshold, or, further, exceeding the warm-up temperature and heating operation (heater on).

[0089] For example, in Maximum Heat Priority Mode Control (S33), the ITM 1 valve opening fully closes the radiator outlet path 3B-1 and fully opens the heater outlet path 3B-2, while simultaneously opening the cylinder head coolant inlet 3A-1 and partially closing the engine block coolant inlet 3A-2. Furthermore, the SSV 400 valve opening is switched to close the coolant branch flow path 107 with respect to the engine intake side port and the engine exhaust side port, so that the EGR cooler 500 receives only a small amount of the engine coolant flow that flows from the ITM 1 side in the initial opening state of the SSV 400. In this case, it can perform the partial opening of the engine intake side port and the engine exhaust side port simultaneously, if necessary.

[0090] Therefore, the Maximum Heating Priority Mode Control (S33), as STATE 3, which forms the crossflow, adjusts the engine coolant temperature of engine 110 in accordance with the coolant target temperature. In this case, the transition condition for stopping the Maximum Heating Priority Mode Control (S33) uses the occurrence of the coolant temperature threshold condition, which is calculated by assigning it to the radiator outlet temperature 300.

[0091] For example, during fuel efficiency mode control (S41), the valve opening of ITM 1 partially opens the radiator outlet path 3B-1 and opens the heater outlet path 3B-2, while simultaneously opening the cylinder head coolant inlet 3A-1 and closing the engine block coolant inlet 3A-2. Furthermore, the valve opening of SSV 400 switches to open the coolant branch flow path 107 with respect to the engine intake side port, while simultaneously closing it with respect to the engine outlet side port, so that the coolant flowing from the water pump outlet is branched off on the engine intake side to connect with the coolant flow rate through the SSV 400 in the EGR cooler 500.

[0092] Therefore, in STATE 4, the fuel efficiency mode control (S41), which forms the parallel flow, reduces the flow rate of the engine coolant in heater core 200, required for cooling / heating control, to a minimum flow rate, thus ensuring maximum cooling capacity under high-load and uphill conditions. In this case, the transition condition for stopping the fuel efficiency mode control (S41) uses the occurrence of the condition where the engine coolant temperature is set to a coolant temperature threshold of approximately 110°C to 115°C or higher.

[0093] For example, in high-speed mode control (S42), the valve opening of ITM 1 fully opens the radiator outlet path 3B-1 and the heater outlet path 3B-2, while blocking the cylinder head coolant inlet 3A-1 and opening the engine block coolant inlet 3A-2. Furthermore, the valve opening of SSV 400 switches to open the coolant branch flow path 107 with respect to the engine intake side port, while simultaneously closing it with respect to the engine outlet side port, so that the coolant flowing from the water pump outlet is branched off at the engine intake side to connect with the coolant flow rate through the SSV 400 in the EGR cooler 500.

[0094] Therefore, in STATE 5, the high-speed mode control (S42), which performs cross-flow, executes a block temperature downward control with respect to the block of engine 110. In this case, the transition condition to stop the high-speed mode control (S42) uses the occurrence of the high-speed / high-load operating data condition (for example, the result value assigned in the variable-separation coolant mapping 1000-2) and the coolant temperature threshold, or more. However, in practice, it is suitable to frequently switch from state 5 to other coolant control modes by using the hysteresis and / or the response delay time of ITM 1. In this example, the coolant temperature threshold is set to a value that exceeds the warm-up temperature.

[0095] As described above, the vehicle thermal management system 100, in accordance with the present embodiment, regulates the engine coolant flow circulating in the engine 110, optionally via the heating core 200 and the radiator 300, and connects a relatively large amount of the coolant flow rate to the SSV 400 via the ITM layout to shorten the EGR utilization time in a way that is advantageous for improving fuel efficiency. This is achieved by adding the coolant required to address the EGR condensate problem. At the same time, it enhances the completeness of the initial engine design with the optimal cooling concept of the ITM 1 in accordance with the ITM 1 and the SSV 400. This improves the engine's rapid warm-up and heating performance. REFERENCE MARK LIST 1 Integrated Thermal Management Valve (ITM) 3A Coolant Inlet 3A-1 Engine head coolant inlet 3A-2 Engine block coolant inlet 2, 3B Heater exhaust path 3 Valve housings 3B Coolant outlet path 3B-1 Cooler Outlet Path 3B-2 Heater exhaust path 3B-3 EGR outlet hole 5 Actuator 6 engine 7 speed reducers 7-1 Gear shaft 10 layer ball 10A first shift ball 10B second shift ball 11 ball bodies 13 Channel flow path 30 Channel flow path 100 Vehicle Thermal Management System (VTMS) 100-1 Coolant Circuit System 100-2 Coolant Distribution System 101 First coolant flow path 102 Second coolant flow path 106 EGR coolant flow path 107 Coolant branch flow path / coolant branch line 110 engine 111 Engine coolant inlet 112 Engine coolant outlet 112-1 Engine head coolant outlet 112-2 Engine block coolant outlet 120 water pump 130-1 first water temperature sensor (first WTS) 130-2 second water temperature sensor (second WTS) 200 heating core 300 coolers 400 intelligent single valves (SSV) 400-1 Engine exhaust side connection 500 EGR coolers 1000 valve control 1000-1 Information Input 1000-2 Variable Separation Coolant Allocation

Claims

[1] Vehicle thermal management system comprising: an integrated thermal management valve (ITM) (1) for receiving engine coolant through a coolant inlet (3A) connected to an engine coolant outlet (112) of an engine (110) and for distributing the engine coolant flowing towards a radiator (300) via a coolant outlet path (3B) connected to a heating core (200) and the radiator (300); a water pump (120) arranged at a front end of an engine head coolant inlet (111) of the engine (110); a coolant branch flow path (107) branched off at a front end of the engine coolant inlet such that it is connected to an exhaust gas recirculation (EGR) cooler (500); and an intelligent single valve (SSV) (400) for adjusting an engine coolant flow in the EGR cooler flow path direction in the coolant branch flow path (107), characterized by , that The coolant outlet path (3B) has a radiator outlet path (3B-1) connected to the radiator (300), a heater outlet path (3B-2) connected to the heater core (200), and an EGR outlet hole (3B-3) connected to the EGR cooler (500), which is connected to the coolant branch flow path (107). [2] Vehicle thermal management system according to claim 1, wherein the engine coolant outlet (112) has an engine head coolant outlet (112-1) and an engine block coolant outlet (112-2) and the coolant inlet (3A) has an engine head coolant inlet (3A-1) connected to the engine head coolant outlet (112-1) and an engine block coolant inlet (3A-2) connected to the engine block coolant outlet (112-2). [3] Vehicle thermal management system according to claim 2, wherein the valve opening of the ITM (1) performs the opening or closing of the engine head coolant inlet (3A-1) and the engine block coolant inlet (3A-2) in opposite directions. [4] Vehicle thermal management system according to claim 3, wherein the opening of the engine head coolant inlet (3A-1) in the engine (110) forms a parallel flow, in which the coolant flows from the engine head coolant outlet (112-1), and the opening of the engine block coolant inlet (3A-2) in the engine (110) forms a cross flow, in which the coolant flows from the engine block coolant outlet (112-2). [5] Cooling circuit control method of a vehicle thermal management system, comprising: Distributing the coolant flowing towards a heating core (200) and a radiator (300) by allowing the engine coolant circulating in a water pump (120) and the radiator (300) to flow from an integrated thermal management valve (ITM) (1) into an engine (110); Adapting a coolant flow in the coolant branch flow path (107) which is branched off at a front end of the engine coolant inlet to be connected to an exhaust gas recirculation (EGR) cooler (500) by means of a smart single valve (SSV) (400); Distributing the coolant by switching the coolant outlet path (3B-2) connected to the heater core (200) to the ITM (1) and adjusting the coolant flow by switching the coolant branch flow path (107) connected to an EGR outlet hole (3B-3) of the coolant outlet path connected to the EGR cooler (500) to the SSV (400); and Performing a state STATE 1, STATE 2, STATE 3, STATE 4 or STATE 5 as an engine coolant control mode of a vehicle thermal management system under a valve opening control of the ITM (1) and the SSV (400) by means of a valve control (1000). [6] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein in STATE 1 the ITM (1) opens the engine head coolant inlet while closing the engine block coolant inlet, radiator outlet path and heater outlet path, and the SSV (400) closes the coolant branch flow path (107) with respect to an engine inlet and an engine outlet. [7] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein in STATE 2 the ITM (1) opens the heater outlet path while opening the engine head coolant inlet while closing the radiator outlet path while partially opening the engine block coolant inlet, and the SSV (400) opens the coolant branch flow path (107) with respect to an engine outlet while closing it with respect to an engine inlet. [8] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein in STATE 3 the ITM (1) opens the engine head coolant inlet and the heater outlet path while closing the radiator outlet path while partially opening the engine block coolant inlet, and the SSV (400) closes the coolant branch flow path (107) with respect to an engine inlet and an engine outlet. [9] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein in STATE 4 the ITM (1) opens the engine head coolant inlet and the heater outlet path while partially opening the radiator outlet path while closing the engine block coolant inlet, and the SSV (400) opens the coolant branch flow path (107) with respect to an engine inlet while closing it with respect to an engine outlet. [10] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein in STATE 5 the ITM (1) opens the engine block coolant inlet, the radiator outlet path and the heater outlet path while closing the engine head coolant inlet, and the SSV (400) opens the coolant branch flow path (107) with respect to an engine inlet while closing it with respect to an engine outlet. [11] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein the control of the respective STATE 1, STATE 2, STATE 3, STATE 4 and STATE 5 is determined by means of the operating condition of the vehicle operating information. [12] Cooling circuit control method of the vehicle thermal management system according to claim 5, wherein the valve control (1000) is switched to an engine coolant control mode which opens the valve opening of the ITM (1) to a maximum cooling position when the engine is stopped.

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