Heat pump system for a vehicle and method for operating such a system

Abstract

Heat pump system for a vehicle, comprising: an integrated control valve (10) configured to control the flow of a refrigerant and optionally to expand the refrigerant passing through the integrated control valve (10); an external condenser (110) connected to the integrated control valve (10) via a first and a second connecting line (11, 12) and located at the front of the vehicle; an expansion valve (120) connected to the integrated control valve (10) via a third connecting line (13); an evaporator (130) connected to the expansion valve (120) via a refrigerant line (101); a storage tank (140) connected to the evaporator (130) via the refrigerant line (101); and a compressor (150) connected to the storage tank (140) via the refrigerant line (101).an internal condenser (160) connected to the compressor (150) via the refrigerant line (101) and to the integrated control valve (10) via a fourth connecting line (14); a first cooler (170) arranged on a fifth connecting line (15) connecting the integrated control valve (10) and the storage tank (140); a sixth connecting line (16) connecting the fifth connecting line (15) between the first cooler (170) and the storage tank (140) to the integrated control valve (10); and a second cooler (180) provided on a seventh connecting line (17) connecting the refrigerant line (101) between the evaporator (130) and the storage tank (140) to the integrated control valve (10).

Description

The invention relates to a heat pump system for a vehicle and a method for operating such a system. In general, an air conditioning system for a vehicle has a climate control system for circulating a refrigerant to heat or cool the interior of the vehicle. The climate control system, which can maintain a comfortable interior condition by keeping the interior temperature of a vehicle at a suitable temperature regardless of changes in the outside temperature, is configured to heat or cool the interior of the vehicle by means of heat exchange via an evaporator during a process in which a refrigerant, which is discharged by driving a compressor, is recirculated back to the compressor by passing through a condenser, a receiver-drier, an expansion valve and the evaporator. This means that in the air conditioning system, a gaseous high-temperature and high-pressure refrigerant, which is compressed by the compressor, is condensed by the condenser and then evaporated by the evaporator via the collector dryer and the expansion valve to reduce the indoor temperature and humidity in a summer cooling mode. Recently, as concerns about energy efficiency and pollution gradually increased, the development of an environmentally friendly vehicle suitable to essentially replace a vehicle with an internal combustion engine became necessary, and environmentally friendly vehicles are typically divided into an electric vehicle, which is usually powered by a fuel cell or electric current as an energy source, and a hybrid vehicle, which is powered by an internal combustion engine and an electric battery. Unlike a general vehicle that uses air conditioning, electric and hybrid vehicles, which are among the environmentally friendly vehicles, do not use a separate heating system, and the air conditioning system used in the environmentally friendly vehicle is typically referred to as a heat pump system. In the case of the electric vehicle that uses the fuel cell, the energy of the chemical reaction of oxygen and hydrogen is converted into electrical energy to generate a driving force, and during this process, heat energy is generated by chemical reaction in the fuel cell, and as a result, effective dissipation of the generated heat is required to ensure the performance of the fuel cell. Even in the hybrid vehicle, the driving force is generated by driving the electric motor using electric current supplied by the fuel cell or electric battery, together with the combustion engine which is operated with a conventional fuel, and as a result, the performance of the electric motor can only be ensured by effectively dissipating the heat generated by the fuel cell or battery and the electric motor. Accordingly, in a hybrid or electric vehicle, according to the state of the art, a battery cooling system, a cooling element and a heat pump system should be configured in such a way that they each have separate circuits to prevent the heat generation of an electric motor, electrical equipment and a battery, including a fuel cell. Therefore, the size and weight of a cooling module located at the front of the vehicle are increased, and the arrangement of connecting pipes and valves for supplying a refrigerant or coolant to the heat pump system in an engine compartment is complicated. Furthermore, a conventional heat pump system uses a multiple of valves for connecting pipes, which can impair driving comfort, as noise and vibrations resulting from the frequent opening and closing process can be transmitted to the interior of the vehicle. Furthermore, a conventional heat pump system can increase the number of parts, manufacturing costs, and weight due to the complexity of using multiple valves. From US Patent 2015 / 0217627A1, a vehicle heat pump system is known in which an inner heat exchanger and an evaporator, which are mounted in an air conditioning housing, and an outer heat exchanger, which is mounted outside the air conditioning housing, are connected by a refrigerant circulation line, and in which refrigerant circulates sequentially through the compressor, the inner heat exchanger, the outer heat exchanger, and the evaporator, wherein the heat pump system comprises: a bypass line which is mounted in a certain area of ​​the refrigerant circulation line, such that the refrigerant circulating along the refrigerant circulation line selectively bypasses the evaporator, and a first valve device comprising an integrally formed three-way valve, an on / off valve, and connecting blocks, wherein the three-way valve is connected to the refrigerant circulation line of an inlet of the outer heat exchanger.so that the refrigerant selectively bypasses the external heat exchanger, wherein the on / off valve is connected to an inlet of the bypass line to open and close the bypass line, and wherein the connecting blocks connect the three-way valve and the on / off valve to the refrigerant circulation line of an outlet of the external heat exchanger. The invention provides a heat pump system for a vehicle that offers the advantages of using an integrated control valve which controls the flow of refrigerant in such a way that the refrigerant is selectively supplied to the required components in order to simplify the system, and advantages of reducing the number of parts, manufacturing costs and weight as a result of using the integrated control valve. According to the invention, a heat pump system for a vehicle is provided, comprising an integrated control valve that controls the flow of a refrigerant and selectively expands the refrigerant passing through the integrated control valve, an external condenser connected to the integrated control valve via a first and a second connecting line and arranged at the front of the vehicle, an expansion valve connected to the integrated control valve via a third connecting line, an evaporator connected to the expansion valve via a refrigerant line, and a storage tank (or...an accumulator) connected to the evaporator via the refrigerant line, a compressor connected to the storage tank via the refrigerant line, an internal condenser connected to the compressor via the refrigerant line and to the integrated control valve via a fourth connecting line, a first cooler (or chiller or heat exchanger) located on a fifth connecting line connecting the integrated control valve and the storage tank, a sixth connecting line connecting the fifth connecting line between the first cooler and the storage tank to the integrated control valve, and a second cooler (or chiller or heat exchanger) located on a seventh connecting line connecting the refrigerant line between the evaporator and the storage tank to the integrated control valve. The first radiator can be connected to an electrical component via a coolant line, so that waste heat generated in the electrical component can be stored (or collected) again in a heating mode of the vehicle. The second cooler can be connected to a battery module via a battery coolant line, so that the battery module can be cooled by a coolant that has exchanged heat with the refrigerant. In the vehicle's cooling mode, the first, second, third, and fourth connecting lines can be opened by the operation of the integrated control valve. The fifth, sixth, and seventh connecting lines can be closed by the operation of the integrated control valve. The refrigerant can circulate through the refrigerant line connected to the first, second, third, and fourth connecting lines, which are open. In a battery module's cooling mode, the first, second, fourth, and seventh connecting lines can be opened by the integrated control valve. The third, fifth, and sixth connecting lines can be closed by the integrated control valve. The refrigerant can circulate through the refrigerant line connected to the first, second, fourth, and seventh connecting lines, which are open. The integrated control valve can expand the refrigerant supplied to the second cooler via the seventh connecting line. In the vehicle's heating mode, the fourth, fifth, and sixth connecting lines can be opened by the integrated control valve. The first, second, third, and seventh connecting lines can be closed by the integrated control valve. The refrigerant can circulate through the refrigerant line connected to the open fourth, fifth, and sixth connecting lines. The integrated control valve can expand the refrigerant flowing through the fifth connecting line to the first radiator. The sixth connecting line can supply the refrigerant stored in the outer condenser to the compressor by means of a pressure differential formed in the integrated control valve. In the vehicle's heating / dehumidifying mode, the first, second, third, fourth, and fifth connecting lines can be opened by the operation of the integrated control valve. The sixth and seventh connecting lines can be closed by the operation of the integrated control valve. The refrigerant can circulate through the refrigerant line connected to the first, second, third, fourth, and fifth connecting lines, which are open. The integrated control valve can expand the refrigerant flowing through the fifth connecting line to the first radiator. In a cooling mode of the vehicle, if a battery module is to be cooled by the refrigerant, the integrated control valve can expand the refrigerant supplied from the external condenser via the second connecting line and discharge the expanded refrigerant to the seventh connecting line, so that it is supplied to the second cooler. The first and second coolers can each be a water-cooled heat exchanger. A heat pump system for a vehicle according to an exemplary embodiment uses an integrated control valve that controls the flow of the refrigerant depending on the vehicle's driving modes, and by using the integrated control valve, the refrigerant can be selectively supplied to the components. Furthermore, a single integrated control valve can be used, thereby reducing the number of valves used. Furthermore, the integrated control valve makes it easy to ensure installation space in a narrow engine compartment, and the required assembly work can be reduced. Furthermore, the entire system can be simplified to reduce manufacturing costs and weight, and to improve space utilization. The invention is explained in more detail with reference to the drawing. In the drawing: Fig. 1 shows a block diagram of a heat pump system for a vehicle according to an exemplary embodiment; Fig. 2 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a vehicle cooling mode; Fig. 3 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a vehicle battery module cooling mode; Fig. 4 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a vehicle heating mode; and Fig. 5 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a vehicle heating / dehumidifying mode. An exemplary embodiment of the invention is described in detail below with reference to the accompanying drawing. Exemplary embodiments disclosed in the description and the designs shown in the drawings are merely preferred embodiments of the invention and do not cover the entire scope of the invention. Therefore, it is understood that various equivalents and variations may exist at the time of filing this description. To clarify the embodiments of the invention, parts not related to the description are omitted, and the same elements or equivalents are designated by the same reference numerals throughout the description. Likewise, the size and thickness of each element are shown arbitrarily in the drawings, however the invention is not necessarily limited thereto, and the thickness of layers, films, panels, areas, etc., is exaggerated in the drawings for clarity. Furthermore, unless explicitly stated otherwise, the term "show" and variations such as "shows" or "showing" are to be understood as implying the inclusion of the mentioned elements, but not the exclusion of any other elements. Furthermore, each of the terms, such as "unit", "means", "part" and "element", described in the description means a unit of a large element that performs at least one function or operation. Fig. 1 is a block diagram of a heat pump system for a vehicle according to an exemplary embodiment. A heat pump system for a vehicle according to an exemplary embodiment can cool a battery module 30 installed in a vehicle or can optionally use waste heat generated in an electrical component 20 to improve heating efficiency. The heat pump system shown in Fig. 1 can be used in a hybrid vehicle or an electric vehicle. The terms "inside" and "outside" are used below in reference to a passenger compartment, i.e., the driver and passenger compartment of a vehicle, which can also be referred to as the interior of a vehicle. Therefore, when an element is described as inside, the inside element is located within the passenger compartment, and when an element is described as outside, the outside element is located outside the passenger compartment. With reference to Fig. 1, a heat pump system for a vehicle according to an exemplary embodiment can have an integrated control valve 10, an external condenser 110, an expansion valve 120, an evaporator 130, a storage tank 140, a compressor 150, an internal condenser 160, a first cooler 170 and a second cooler 180. The integrated control valve 10 controls a flow of refrigerant and can optionally expand the refrigerant passing through the integrated control valve 10 so that it is supplied to a required component among the components used. The external capacitor 110 is connected to the integrated control valve 10 via a first and a second connecting line 11 and 12 and is located at the front of the vehicle. The external condenser 110 can condense a refrigerant by exchanging heat with outside air while the vehicle is in motion. This means that the external condenser 110 receives the refrigerant from the integrated control valve 10 via the first connecting line 11 and discharges a condensed refrigerant via the second connecting line 12 to the integrated control valve 10. In the exemplary embodiment, the expansion valve 120 is connected to the integrated control valve 10 via a third connecting line 13. The expansion valve 120 can expand a refrigerant that is received via the third connecting line 13. The evaporator 130 is connected to the expansion valve 120 via a refrigerant line 101. The drawing shows that the expansion valve 120 is integrally mounted on the evaporator 130; however, the invention is not limited to this. The expansion valve 120 and the evaporator 130 can be configured separately on the refrigerant line 101. The storage tank 140 is connected to the evaporator 130 via the refrigerant line 101. The compressor 150 is connected to the storage tank 140 via the refrigerant line 101 and compresses the refrigerant into a gaseous state. Here, the storage tank 140 only supplies the refrigerant in a gaseous state to the compressor 150, in order to improve the efficiency and durability of the compressor 150. In the exemplary embodiment, the inner condenser 160 is connected to the compressor 150 via the refrigerant line 101 and to the integrated control valve 10 via a fourth connecting line 14. Meanwhile, a temperature sensor, a pressure sensor and the like may be provided in the refrigerant line 101 between the compressor 150 and the inner condenser 160. Here, the internal condenser 160 and the evaporator 130 can be provided in an HVAC (heating, ventilation, air conditioning) module (not shown) of the vehicle. The HVAC module can be equipped with an opening / closing flap (not shown) that controls ambient air that has passed through the evaporator 130 in such a way that, depending on a cooling, heating and heating / dehumidifying mode of the vehicle, it flows selectively to the internal condenser 160 and an internal heater 190. This means that in the vehicle's heating mode, the opening / closing flap is open, allowing the ambient air that has passed through the evaporator 130 to flow to the internal condenser 160 and the internal heater 190. In the vehicle's cooling mode, the opening / closing flap closes the internal condenser 160 and the internal heater 190 to the ambient air, allowing the ambient air, cooled by passing through the evaporator 130, to flow directly into an interior space, i.e., a passenger compartment of the vehicle. Here, the outer condenser 110 and the inner condenser 160 can each be an air-cooled heat exchanger that condenses the refrigerant by exchanging heat with ambient air. In the exemplary embodiment, the first cooler 170 is arranged on a fifth connecting line 15, which connects the integrated control valve 10 and the storage tank 140. The first radiator 170 can be connected to the electrical component 20 via a coolant line 21, so that the waste heat generated in the electrical component 20 can be stored again in the heating mode of the vehicle. Here, the electrical component 20 can include an electric motor, an on-board charger, an electrical power control unit (EPCU), and the like. The electric motor and the electrical energy control device can generate heat while the vehicle is driving, and the on-board charger can generate heat while the battery module 30 is being recharged. This means that the first cooler 170 can evaporate the refrigerant, which is taken in via the fifth connecting line 15, by heat exchange with the coolant, which is heated as it passes through the electrical component 20, and thereby the waste heat of the electrical component 20 can be stored again. In the exemplary embodiment, a sixth connecting line 16 can connect the fifth connecting line 15 between the first cooler 170 and the storage tank 140 with the integrated control valve 10. The sixth connecting line 16 is selectively opened by the operation of the integrated control valve 10, and therefore, in the heating mode of the vehicle, the refrigerant stored in the external condenser 110 can be supplied to the compressor 150 by the pressure differential formed in the integrated control valve 10. The second cooler 180 is provided on a seventh connecting line 17, which connects the refrigerant line 101 between the evaporator 130 and the storage tank 140 with the integrated control valve 10. Here, the second cooler 180 can be connected to the battery module 30 via a battery coolant line 31, so that the battery module 30 can be cooled by the coolant, which exchanges heat with the refrigerant. The second radiator 180 can adjust the coolant temperature by selectively exchanging heat between the coolant and the refrigerant. The first and second radiators 170 and 180 can each be a water-cooled heat exchanger that holds the coolant. Furthermore, the electrical component 20 and the battery module 30 can be cooled by a water-cooled scheme, which is cooled by the coolant. In the vehicle's cooling mode according to the heat pump system, when the battery module 30 is to be cooled by the refrigerant, the integrated control valve 10 expands the refrigerant supplied from the external condenser 110 via the second connecting line 12 and directs the expanded refrigerant to the seventh connecting line 17 and thus to the second radiator 180. The refrigerant discharged from the outer condenser 110 has a reduced temperature by expanding in the integrated control valve 10 and flows via the seventh connecting line 17 to the second cooler 180. Then the refrigerant in the second cooler 180 can further reduce the temperature of the coolant supplied via the battery coolant line 31. Accordingly, the coolant is supplied to battery module 30, where it is further cooled by passing through the second cooler 180. Therefore, battery module 30 can be cooled more efficiently. The operation in the respective modes of a heat pump system for a vehicle according to an exemplary embodiment is described in detail below with reference to Fig. 2, Fig. 3, Fig. 4 to Fig. 5. First, operation in the vehicle's cooling mode is described according to a heat pump system for a vehicle according to an exemplary embodiment with reference to Fig. 2. Fig. 2 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a vehicle cooling mode. With reference to Fig. 2, in the cooling mode of the vehicle, the first, second, third and fourth connecting lines 11, 12, 13 and 14 are opened by the operation of the integrated control valve 10. At the same time, the fifth, sixth and seventh connecting lines 15, 16 and 17 are closed by the operation of the integrated control valve 10. Accordingly, the refrigerant can circulate via the refrigerant line 101, which is connected to the first, second, third and fourth connecting lines 11, 12, 13 and 14, which are open. This means that the refrigerant, which is compressed in the compressor 150, flows via the refrigerant line 101 to the inner condenser 160, is condensed in the inner condenser 160 and then flows via the fourth connecting line 14 to the integrated control valve 10. The integrated control valve 10 directs the refrigerant absorbed by the inner condenser 160 via the open first connecting line 11 to the outer condenser 110. The refrigerant absorbed by the outer condenser 110 is condensed by heat exchange with the ambient air and flows back to the integrated control valve 10 via the second connecting line 12. The refrigerant then flows from the integrated control valve 10 via the open third connecting line 13 to the expansion valve 120, expands in the expansion valve 120 and then flows to the evaporator 130. Here, the ambient air flowing to the HVAC module (not shown) as it passes through the evaporator 130 is cooled by the refrigerant with the reduced temperature that is absorbed in the evaporator 130. At this point, the opening / closing flap closes a section that passes through the inner condenser 160, so that the cooled ambient air does not pass through the inner condenser 160 and the inner heater 190. Therefore, the ambient air can flow directly into an interior space, i.e., a passenger compartment of the vehicle, and can thus cool the vehicle interior. The refrigerant that has passed through the evaporator 130 flows to the storage tank 140 and then back to the compressor 150. This means that the refrigerant can pass sequentially through the external condenser 110, the expansion valve 120, the evaporator 130, the storage tank 140, the compressor 150 and the internal condenser 160 in the refrigerant line 101, which is connected to the first, second, third and fourth connecting lines 11, 12, 13 and 14, which are open, through the operation of the integrated control valve 10 and can thereby cool the interior of the vehicle in the vehicle's cooling mode. Operation in the cooling mode of the battery module 30 according to the exemplary embodiment is described with reference to Fig. 3. Fig. 3 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a battery module cooling mode of a vehicle. With reference to Fig. 3, in the cooling mode of the battery module 30 the first, second, fourth and seventh connecting lines 11, 12, 14 and 17 can be opened by the operation of the integrated control valve 10. Furthermore, the third, fifth and sixth connecting lines 13, 15 and 16 can be closed by the operation of the integrated control valve 10. Accordingly, the refrigerant can circulate via the refrigerant line 101, which is connected to the first, second, fourth and seventh connecting lines 11, 12, 14 and 17, which are open. This means that the refrigerant, which is compressed in the compressor 150, flows via the refrigerant line 101 to the inner condenser 160, is condensed in the inner condenser 160 and then flows via the fourth connecting line 14 to the integrated control valve 10. The integrated control valve 10 directs the refrigerant absorbed by the inner condenser 160 via the open first connecting line 11 to the outer condenser 110. The refrigerant absorbed by the outer condenser 110 is condensed by heat exchange with the ambient air and flows back to the integrated control valve 10 via the second connecting line 12. The refrigerant is then supplied from the integrated control valve 10 to the second cooler 180 via the open seventh connecting line 17. Here, the integrated control valve 10 can expand the refrigerant, which is supplied to the second cooler 180 via the seventh connecting line 17. Accordingly, the refrigerant discharged from the outer condenser 110 has a reduced temperature by expanding in the integrated control valve 10 and flows via the seventh connecting line 17 to the second cooler 180. Then the refrigerant in the second cooler 180 can further reduce the temperature of the coolant supplied via the battery coolant line 31. This means that battery module 30 receives the coolant, which is cooled as it passes through the second cooler 180. Therefore, battery module 30 can be cooled more efficiently. Operation in the vehicle's heating mode according to the exemplary embodiment is described with reference to Fig. 4. Fig. 4 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a heating mode of a vehicle. With reference to Fig. 4, in the heating mode of the vehicle, the fourth, fifth and sixth connecting lines 14, 15 and 16 can be opened by the operation of the integrated control valve 10. Furthermore, the first, second, third and seventh connecting lines 11, 12, 13 and 17 can be closed by the operation of the integrated control valve 10. Accordingly, the refrigerant can circulate via the refrigerant line 101, which is connected to the fourth, fifth and sixth connecting lines 14, 15 and 16, which are open. This means that the refrigerant, which is compressed in the compressor 150, flows via the refrigerant line 101 to the inner condenser 160, is primarily condensed in the inner condenser 160 and then flows via the fourth connecting line 14 to the integrated control valve 10. The integrated control valve 10 directs the refrigerant, which is taken up by the inner condenser 160, via the open fifth connecting line 15 to the first cooler 170. Here, the integrated control valve 10 can expand the refrigerant that flows via the fifth connecting line 15 to the first cooler 170. Therefore, the expanded refrigerant flows via the fifth connecting line 15 to the first cooler 170. Here, the first cooler 170 receives the refrigerant, which is heated by the waste heat of the electrical component 20, while it cools the electrical component 20. Accordingly, the refrigerant exchanges heat with the heated coolant flowing into the first radiator 170. Then the first cooler 170 can evaporate the expanded refrigerant, which is taken in via the fifth connecting line 15, by heat exchange with the coolant, which is heated as it passes through the electrical component 20, and thereby the waste heat of the electrical component 20 can be stored again. Meanwhile, the sixth connecting line 16 can supply the refrigerant stored in the outer condenser 110 to the compressor 150 via the pressure differential formed in the integrated control valve 10. Accordingly, the refrigerant flow rate can be increased. This means that the waste heat generated in the electrical component 20 increases the temperature of the refrigerant in the first cooler 170. The heated refrigerant passes through the storage tank 140 in the fifth connecting line 15 and flows to the compressor 150. The refrigerant is then compressed in the compressor 150 to a high-temperature and high-pressure state and flows to the inner condenser 160. Here the opening / closing flap is opened so that the ambient air that has passed through the evaporator 130 after flowing into the HVAC module can pass through the inner condenser 160. Accordingly, the ambient air flowing in from the outside is not cooled by passing through the evaporator 130, to which no refrigerant is added, and can flow into the vehicle interior at room temperature. This ambient air is warmed as it passes through the inner condenser 160 and flows into the vehicle interior by passing through the inner heater 190, thereby heating the vehicle interior. This means that in a heat pump system according to the exemplary embodiment, the waste heat from the electrical component 20 is used to increase the temperature of the refrigerant in the vehicle's heating mode. Therefore, the energy consumption of the compressor 150 can be reduced, and the heating efficiency can be improved. Operation in the vehicle's heating / dehumidifying mode according to the exemplary embodiment is described with reference to Fig. 5. Fig. 5 shows an operating state of a heat pump system for a vehicle according to an exemplary embodiment in a heating / dehumidifying mode of a vehicle. With reference to Fig. 5, in the heating / dehumidifying mode of the vehicle, the first, second, third, fourth and fifth connecting lines 11, 12, 13, 14 and 15 can be opened by the operation of the integrated control valve 10. The sixth and seventh connecting lines 16 and 17 can be closed by the operation of the integrated control valve 10. Accordingly, the refrigerant can circulate via the refrigerant line 101, which is connected to the first, second, third, fourth and fifth connecting lines 11, 12, 13, 14 and 15, which are open. This means that the refrigerant, which is compressed in the compressor 150, flows via the refrigerant line 101 to the inner condenser 160, is condensed in the inner condenser 160 and then flows via the fourth connecting line 14 to the integrated control valve 10. The integrated control valve 10 can discharge the refrigerant received by the inner condenser 160 via the open first connecting line 11 to the outer condenser 110 and via the open fifth connecting line 15 to the first cooler 170. This means that the integrated control valve 10 partially directs the refrigerant, which is absorbed by the inner condenser 160, via the open fifth connecting line 15 to the first cooler 170. Here, the integrated control valve 10 can expand the refrigerant that flows via the fifth connecting line 15 to the first cooler 170. Therefore, the expanded refrigerant flows via the fifth connecting line 15 to the first cooler 170. Here, the first cooler 170 receives the refrigerant, which is heated by the waste heat of the electrical component 20, while it cools the electrical component 20. Accordingly, the refrigerant exchanges heat with the heated coolant flowing into the first radiator 170. Then the first cooler 170 can evaporate the expanded refrigerant, which is taken in via the fifth connecting line 15, by heat exchange with the coolant, which is heated as it passes through the electrical component 20, and thereby the waste heat of the electrical component 20 can be stored again. This means that the waste heat generated in the electrical component 20 increases the temperature of the refrigerant in the first cooler 170. The heated refrigerant passes through the storage tank 140 in the fifth connecting line 15 and flows to the compressor 150. The refrigerant is then compressed in the compressor 150 to a high-temperature and high-pressure state and flows to the inner condenser 160. Meanwhile, the refrigerant that is received in the integrated control valve 10, but not discharged to the fifth connecting line 15, is discharged via the open first connecting line 11 to the external condenser 110. The refrigerant, which is absorbed in the outer condenser 110, is condensed by heat exchange with the ambient air and flows back to the integrated control valve 10 via the second connecting line 12. The refrigerant then flows from the integrated control valve 10 via the open third connecting line 13 to the expansion valve 120, expands in the expansion valve 120 and then flows to the evaporator 130. In this state, the opening / closing flap is opened so that the ambient air that has passed through the evaporator 130 after flowing into the HVAC module can pass through the inner condenser 160. Therefore, the ambient air flowing to the HVAC module is dehumidified by the low-temperature refrigerant introduced into the evaporator 130 as it passes through it. The ambient air is then heated as it passes through the internal condenser 160 and flows into the vehicle interior by passing through the internal heater 190, thereby heating and dehumidifying the vehicle interior. This means that in a heat pump system according to the exemplary embodiment, the waste heat from the electrical component 20 is used to increase the temperature of the refrigerant in the vehicle's heating / dehumidifying mode. Therefore, the energy consumption of the compressor 150 can be reduced, and the heating efficiency can be improved. A heat pump system for a vehicle according to an exemplary embodiment uses the integrated control valve 10, which controls the flow of the refrigerant depending on the driving modes of the vehicle, and by using the integrated control valve 10 the refrigerant can be selectively supplied to the components. Furthermore, a single integrated control valve can be used, thereby reducing the number of valves used. Furthermore, the integrated control valve 10 easily ensures installation space in a narrow engine compartment, and the required assembly work can be reduced. Furthermore, the entire system can be simplified to reduce manufacturing costs and weight, and to improve space utilization. Reference symbol list 10 Integrated control valve 11, 12, 13, 14, 15, 16, 17 First, second, third, fourth, fifth, sixth and seventh connecting lines 20 Electrical component 21 Coolant line 30 Battery module 31 Battery coolant line 101 Refrigerant line 110 Outer condenser 120 Expansion valve 130 Evaporator 140 Storage tank 150 Compressor 160 Inner condenser 170, 180 First and second radiators 190 Internal heater

Claims

Heat pump system for a vehicle, comprising: an integrated control valve (10) configured to control the flow of a refrigerant and optionally to expand the refrigerant passing through the integrated control valve (10); an external condenser (110) connected to the integrated control valve (10) via a first and a second connecting line (11, 12) and located at the front of the vehicle; an expansion valve (120) connected to the integrated control valve (10) via a third connecting line (13); an evaporator (130) connected to the expansion valve (120) via a refrigerant line (101); a storage tank (140) connected to the evaporator (130) via the refrigerant line (101); and a compressor (150) connected to the storage tank (140) via the refrigerant line (101).an internal condenser (160) connected to the compressor (150) via the refrigerant line (101) and to the integrated control valve (10) via a fourth connecting line (14); a first cooler (170) arranged on a fifth connecting line (15) connecting the integrated control valve (10) and the storage tank (140); a sixth connecting line (16) connecting the fifth connecting line (15) between the first cooler (170) and the storage tank (140) to the integrated control valve (10); and a second cooler (180) provided on a seventh connecting line (17) connecting the refrigerant line (101) between the evaporator (130) and the storage tank (140) to the integrated control valve (10). Heat pump system according to claim 1, wherein the first cooler (170) is connected to an electrical component (20) via a coolant line (21), and wherein the heat pump system is configured to store waste heat generated in the electrical component (20) in a heating mode of the vehicle. Heat pump system according to claim 1 or 2, wherein the second cooler (180) is connected to a battery module (30) via a battery coolant line (31), and wherein the battery module (30) is configured to be cooled by a coolant that has exchanged heat with the refrigerant. Heat pump system according to one of claims 1 to 3, wherein in a cooling mode of the vehicle: the first, second, third and fourth connecting lines (11, 12, 13, 14) are configured such that they are open by the operation of the integrated control valve (10); the fifth, sixth and seventh connecting lines (15, 16, 17) are configured such that they are closed by the operation of the integrated control valve (10); and the refrigerant is configured such that it circulates via the refrigerant line (101) which is connected to the first, second, third and fourth connecting lines (11, 12, 13, 14) which are open. Heat pump system according to one of claims 1 to 4, wherein in a cooling mode of a battery module (30): the first, second, fourth and seventh connecting lines (11, 12, 14, 17) are configured such that they are open by the operation of the integrated control valve (10); the third, fifth and sixth connecting lines (13, 15, 16) are configured such that they are closed by the operation of the integrated control valve (10); the refrigerant is configured such that it circulates via the refrigerant line (101) which is connected to the first, second, fourth and seventh connecting lines (11, 12, 14, 17) which are open; and the integrated control valve (10) is configured such that it expands the refrigerant which is supplied to the second cooler (180) via the seventh connecting line (17). Heat pump system according to any one of claims 1 to 5, wherein in a heating mode of the vehicle: the fourth, fifth and sixth connecting lines (14, 15, 16) are configured such that they are open by the operation of the integrated control valve (10); the first, second, third and seventh connecting lines (11, 12, 13, 17) are configured such that they are closed by the operation of the integrated control valve (10); the refrigerant is configured such that it circulates via the refrigerant line (101) which is connected to the fourth, fifth and sixth connecting lines (14, 15, 16) which are open; and the integrated control valve (10) is configured such that it expands the refrigerant which flows via the fifth connecting line (15) to the first radiator (170). Heat pump system according to claim 6, wherein the sixth connecting line (16) is configured such that it supplies the refrigerant stored in the outer condenser (110) to the compressor (150) by means of a pressure differential formed in the integrated control valve (10). Heat pump system according to any one of claims 1 to 7, wherein in a heating / dehumidifying mode of the vehicle: the first, second, third, fourth and fifth connecting lines (11, 12, 13, 14, 15) are configured such that they are open by the operation of the integrated control valve (10); the sixth and seventh connecting lines (16, 17) are configured such that they are closed by the operation of the integrated control valve (10); the refrigerant is configured such that it circulates via the refrigerant line (101) which is connected to the first, second, third, fourth and fifth connecting lines (11, 12, 13, 14, 15) which are open; and the integrated control valve (10) is configured such that it expands the refrigerant which flows via the fifth connecting line (15) to the first radiator (170). Heat pump system according to one of claims 1 to 8, wherein in a cooling mode of the vehicle, when a battery module (30) is to be cooled by the refrigerant, the integrated control valve (10) is configured such that it expands the refrigerant supplied from the external condenser (110) via the second connecting line (12) and discharges the expanded refrigerant to the seventh connecting line (17) so that it is supplied to the second radiator (180). Heat pump system according to one of claims 1 to 9, wherein the first and the second cooler (170, 180) are each a water-cooled heat exchanger. Method for operating a heat pump system for a vehicle, wherein the heat pump system comprises an integrated control valve (10), an external condenser (110) located at the front of the vehicle and connected to the integrated control valve (10) via a first and a second connecting line (11, 12), an expansion valve (120) connected to the integrated control valve (10) via a third connecting line (13), an evaporator (130) connected to the expansion valve (120) via a refrigerant line (101), a storage tank (140) connected to the evaporator (130) via the refrigerant line (101), a compressor (150) connected to the storage tank (140) via the refrigerant line (101), an internal condenser (160) connected to the compressor (150) via the refrigerant line (101) and to the integrated control valve (10) via a fourth connecting line (14). is,The system comprises a first cooler (170) arranged on a fifth connecting line (15) connecting the integrated control valve (10) and the storage tank (140), a sixth connecting line (16) connecting the fifth connecting line (15) between the first cooler (170) and the storage tank (140) to the integrated control valve (10), and a second cooler (180) provided on a seventh connecting line (17) connecting the refrigerant line (101) between the evaporator (130) and the storage tank (140) to the integrated control valve (10), the method comprising: controlling a flow of a refrigerant through the heat pump system according to a mode of the vehicle; and selectively expanding the refrigerant passing through the integrated control valve (10). Method according to claim 11, wherein the first cooler (170) is connected to an electrical component (20) via a coolant line (21), wherein the method further comprises the restoration of waste heat generated in the electrical component (20) in a heating mode of the vehicle. Method according to claim 11 or 12, wherein the second cooler (180) is connected to a battery module (30) via a battery coolant line (31), wherein the method further comprises cooling the battery module (30) by means of a coolant which has exchanged heat with the refrigerant. A method according to any one of claims 11 to 13, wherein, if the mode of the vehicle is a cooling mode, the method further comprises: opening the first, second, third and fourth connecting lines (11, 12, 13, 14) by operating the integrated control valve (10); closing the fifth, sixth and seventh connecting lines (15, 16, 17) by operating the integrated control valve (10); and circulating the refrigerant via the refrigerant line (101) which is connected to the first, second, third and fourth connecting lines (11, 12, 13, 14) which are open. A method according to any one of claims 11 to 14, wherein, if the mode of the vehicle is a cooling mode of a battery module (30), the method further comprises: opening the first, second, fourth and seventh connecting lines (11, 12, 14, 17) by operating the integrated control valve (10); closing the third, fifth and sixth connecting lines (13, 15, 16) by operating the integrated control valve (10); circulating the refrigerant via the refrigerant line (101) which is connected to the first, second, fourth and seventh connecting lines (11, 12, 14, 17) which are open; and expanding the refrigerant which is supplied to the second cooler (180) via the seventh connecting line (17) by operating the integrated control valve (10). A method according to any one of claims 11 to 15, wherein, if the mode of the vehicle is a heating mode, the method further comprises: opening the fourth, fifth and sixth connecting lines (14, 15, 16) by operating the integrated control valve (10); closing the first, second, third and seventh connecting lines (11, 12, 13, 17) by operating the integrated control valve (10); circulating the refrigerant via the refrigerant line (101) which is connected to the fourth, fifth and sixth connecting lines (14, 15, 16) which are open; and expanding the refrigerant flowing via the fifth connecting line (15) to the first radiator (170) by operating the integrated control valve (10). Method according to claim 16, further comprising supplying the refrigerant stored in the outer condenser (110) via the sixth connecting line (16) to the compressor (150) according to a pressure difference formed in the integrated control valve (10). A method according to any one of claims 11 to 17, wherein, if the vehicle mode is a heating / dehumidifying mode, the method further comprises: opening the first, second, third, fourth and fifth connecting lines (11, 12, 13, 14, 15) by operating the integrated control valve (10); closing the sixth and seventh connecting lines (16, 17) by operating the integrated control valve (10); circulating the refrigerant via the refrigerant line (101) connected to the first, second, third, fourth and fifth connecting lines (11, 12, 13, 14, 15) which are open; and expanding the refrigerant flowing through the fifth connecting line (15) to the first radiator (170) by operating the integrated control valve (10). Method according to any one of claims 11 to 18, wherein, if the mode of the vehicle is a cooling mode of the vehicle, and if a battery module (30) is to be cooled by the refrigerant, the method further comprises: expanding the refrigerant supplied from the outer condenser (110) via the second connecting line (12) by operating the integrated control valve (10); and discharge the expanded refrigerant to the seventh connecting line (17) so that it is supplied to the second cooler (180). Method according to any one of claims 11 to 19, wherein the first and the second cooler (170, 180) are each a water-cooled heat exchanger.

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