Vehicle thermal management systems

Abstract

This invention provides a vehicle thermal management system that can efficiently regulate the temperature of electrical components (excluding the motor) and the battery module. [Solution] The vehicle thermal management system of the present invention includes (1) a motor that provides driving force to the vehicle, (2) a battery module that provides power to the motor, (3) an air conditioning system that includes a condenser and a chiller and circulates a refrigerant, and (4) a cooling system that includes a cooling water line connected to the chiller to cool the battery module and electrical components provided in the vehicle using cooling water that has undergone heat exchange with the refrigerant in the chiller, wherein the cooling water line includes a first connection line to which the battery module is provided and a second connection line to which the electrical components excluding the motor are provided, and the first connection line and the second connection line are configured in parallel.

Description

Technical Field

[0001] The present invention relates to a vehicle thermal management system, and more particularly, to a vehicle thermal management system that efficiently regulates the temperatures of electrical components excluding the motor and a battery module by using a single chiller in which a refrigerant and cooling water are heat-exchanged.

Background Art

[0002] Recently, with environmental and energy resource issues being emphasized, electric vehicles have been in the spotlight as future means of transportation. Since an electric vehicle uses, as a main power source, a battery module formed by a pack of a large number of rechargeable or dischargeable secondary cells, there is no exhaust gas and the noise is very small. Such an electric vehicle is driven by a motor that operates through the electric power supplied from the battery module. In addition, an electric vehicle is equipped with electrical components for controlling and managing the motor and charging the battery module, together with a large number of electronic devices for convenience devices.

[0003] On the other hand, since the battery module and the electrical components used as the main power source of an electric vehicle generate a very large amount of heat, efficient cooling is required, so it can be said that efficient temperature management of the electrical components and the battery module is a very important issue. In addition, since the battery module exhibits optimal performance at a set temperature, the temperature must be rapidly increased to the set temperature at the initial stage of driving.

[0004] Conventionally, separate cooling systems were applied to regulate the temperature of electrical components and battery modules. However, this presented a problem as space constraints arose because the capacity had to be increased according to the size of the electrical components and battery modules. Furthermore, increasing the capacity of each cooling system also increased the power required to operate the cooling system. As a result, in electric vehicles, there is a need for technological development to efficiently utilize the waste heat generated by electrical components, as well as to regulate the temperature of electrical components and batteries, while ensuring the durability of electrical components and battery modules and maximizing energy efficiency. The matters described in this background technology section have been prepared to enhance understanding of the background of the invention and may include matters that are not prior art already known to a person with ordinary skill in the art to which this technology belongs. [Overview of the project] [Problems that the invention aims to solve]

[0005] The present invention was made to solve the aforementioned problems, and the problem that the present invention aims to solve is to provide a vehicle thermal management system that can eliminate the radiator and simplify the overall components by efficiently regulating the temperature of electrical components (excluding the motor) and the battery module using a single chiller in which refrigerant and cooling water exchange heat. [Means for solving the problem]

[0006] A vehicle thermal management system according to one embodiment of the present invention for achieving such objectives includes a motor that provides driving force to the vehicle, a battery module that provides power to the motor, an air conditioning system that includes a condenser and a chiller and circulates a refrigerant, and a cooling system that includes a cooling water line connected to the chiller to cool the battery module and electrical components provided in the vehicle using cooling water that has undergone heat exchange with the refrigerant in the chiller, wherein the cooling water line includes a first connection line to which the battery module is provided and a second connection line to which the electrical components excluding the motor are provided, and the first connection line and the second connection line are configured in parallel.

[0007] The motor is connected to a motor cooling device that cools the motor using oil, and the motor cooling device may include an oil cooler connected to the motor via an oil line, and an oil pump provided in the oil line for circulating the oil cooled by the oil cooler along the oil line.

[0008] Valves may be provided at the points where the first and second connecting lines, which are branched from the cooling water line, rejoin the cooling water line so that the cooling water that has passed through the chiller flows back into the chiller after passing through the battery module and the electrical components via the first and second connecting lines, respectively.

[0009] Valves may be provided at the points where the first and second connecting lines branch off from the cooling water line so that the cooling water that has passed through the chiller flows into the battery module and the electrical components, respectively, via the first and second connecting lines. A water pump may be provided on the cooling water line at the front end of the chiller. The internal diameter of the first connecting line and the internal diameter of the second connecting line may be formed to be different from each other.

[0010] The inner diameter of the first connecting line may be formed to be larger than the inner diameter of the second connecting line. The first connecting line may further be provided with a battery heater, and the coolant may pass through the battery module and the battery heater. A first water pump may be provided on the first connecting line at the front end of the battery module with respect to the direction of coolant flow, and a second water pump may be provided on the second connecting line at the front end of the electrical component with respect to the direction of coolant flow.

[0011] The first water pump and the second water pump may operate at different revolutions per minute (RPM) such that the flow rates of cooling water flowing through the first and second connecting lines are different. The pumping head of the first water pump may be greater than that of the second water pump so that the flow rates of cooling water flowing through the first and second connecting lines are different.

[0012] The first connection line may further be equipped with a battery heater, and the cooling water flowing along the first connection line may pass through the battery heater and the battery module. A reservoir tank may be provided at a position where the first and second connection lines, which branch off from the cooling water line, rejoin the cooling water line, or at a position where the first and second connection lines branch off from the cooling water line, with respect to the direction of cooling water flow.

[0013] Another embodiment of the present invention provides a vehicle thermal management system that includes a motor that provides driving force to a vehicle, a battery module that provides power to the motor, an air conditioning system that includes a condenser and a chiller and circulates a refrigerant, and a cooling system that includes a cooling water line connected to the chiller to cool the battery module and electrical components provided in the vehicle using cooling water that has undergone heat exchange with the refrigerant in the chiller, wherein the battery module is arranged in series with the chiller and the cooling water line, the electrical components are provided on a branch line with one end connected to the cooling water line at the front end of the chiller and the other end connected to the cooling water line at the rear end of the battery module, and the battery module and the electrical components are arranged in parallel via the cooling water line and the branch line.

[0014] The motor is connected to a motor cooling device that cools the motor using oil, and the motor cooling device may include an oil cooler connected to the motor via an oil line, and an oil pump provided in the oil line for circulating the oil cooled by the oil cooler along the oil line. Some of the coolant flowing into the chiller along the coolant line may flow into the branch line to bypass the chiller and pass through the electrical components, and the remaining coolant flowing into the chiller along the coolant line may pass through the chiller and the battery module in sequence, and then merge with some of the coolant that flowed along the branch line in the coolant line.

[0015] The inner diameter of the cooling water line and the inner diameter of the branch line may be formed to be different from each other. The inner diameter of the cooling water line may be formed to be larger than the inner diameter of the branch line. A water pump may be provided in the cooling water line at the rear end of the battery module, and the other end of the branch line may be connected to the cooling water line between the battery module and the water pump. A reservoir tank may be provided in the cooling water line at the front end of the water pump. A battery heater may be further provided in the cooling water line, and the cooling water may pass through the battery module and the battery heater. [Effects of the Invention]

[0016] As described above, according to the vehicle thermal management system of the embodiment of the present invention, by efficiently regulating the temperature of electrical components (excluding the motor) and the battery module using a single chiller in which refrigerant and cooling water are heat-exchanged, the radiator can be eliminated, and the overall components can be simplified. Furthermore, the present invention can minimize overall power consumption by reducing the operating time of the battery heater through efficient temperature control so that the battery module and electrical components can perform at their optimal level. In addition, the present invention enables the optimal performance of the battery module by efficiently regulating its temperature, and can increase the overall driving range of the vehicle through efficient battery module management. Furthermore, the present invention can simplify the system layout, reduce manufacturing costs and weight, and improve space utilization through the simplification of the overall system. [Brief explanation of the drawing]

[0017] [Figure 1] This is a block diagram of a vehicle thermal management system according to the first embodiment of the present invention. [Figure 2] This is a block diagram of a vehicle thermal management system according to a second embodiment of the present invention. [Figure 3]This is a block diagram of a vehicle thermal management system according to a third embodiment of the present invention. [Figure 4] This is a block diagram of a vehicle thermal management system according to a fourth embodiment of the present invention. [Modes for carrying out the invention]

[0018] Preferred embodiments of the present invention will be described in detail below with reference to the drawings.

[0019] Prior to this, it should be understood that the embodiments described herein and the configurations shown in the drawings represent only the most preferred embodiments of the present invention and do not represent the entire technical concept of the invention; therefore, a variety of equivalents and modifications may be available at the time of filing. To clearly illustrate the present invention, unnecessary explanatory parts have been omitted, and identical or similar components are denoted by the same reference numerals throughout the specification. The dimensions and thicknesses of each component shown in the drawings are shown arbitrarily for illustrative purposes, and the present invention is not necessarily limited to those shown in the drawings; the thicknesses have been enlarged to clearly represent various parts and areas. Throughout the specification, when a part "includes" a component, this means that it may include other components, rather than excluding them, unless otherwise stated. Furthermore, terms such as "...unit," "...means," "...part," and "...member" used in the specification refer to a comprehensive unit of configuration that performs at least one function or operation.

[0020] Figure 1 is a block diagram of a vehicle thermal management system according to a first embodiment of the present invention. The vehicle thermal management system according to the first embodiment of the present invention uses a single chiller 54 in which refrigerant and cooling water exchange heat to efficiently regulate the temperature of electrical components 30 (excluding the motor 10) and the battery module 20, thereby eliminating the need for a radiator and simplifying the overall components.

[0021] Referring to FIG. 1, the thermal management system may include a motor 10, a battery module 20, an air conditioner 50, and a cooling device 100. First, the motor 10 can provide driving force to the vehicle. The battery module 20 can provide power to the motor 10 and at the same time supply power to the electrical components 30.

[0022] The electrical components 30 can include a power control device, an inverter, or an on-board charger (OBC). The power control device or the inverter generates heat during driving, and the charger may generate heat when charging the battery module 20. Here, the motor 10 may be connected to a motor cooling device 12 that uses oil to cool the motor 10.

[0023] In the first embodiment of the present invention, the motor cooling device 12 can include an oil cooler 14 and an oil pump 16. First, the oil cooler 14 is connected to the motor 10 via an oil line 13. And the oil pump 16 may be provided in the oil line 13. Such an oil pump 16 can circulate the oil cooled by the oil cooler 14 along the oil line 13. Here, the oil cooler 14 may be disposed in front of the vehicle. The oil cooler 14 can cool the oil flowing in through heat exchange with the outside air. That is, the oil cooler 14 may be an air-cooled heat exchanger.

[0024] The motor cooling device 12 configured as such can smoothly cool the motor 10 by circulating the oil cooled by the oil cooler 14 in the oil line 13 through the operation of the oil pump 16. In the first embodiment of the present invention, the air conditioner 50 can circulate the refrigerant through the operation of each component in a selected air conditioning mode for temperature adjustment in the vehicle interior. Such an air conditioner 50 can include a condenser 52 and a chiller 54. Also, although not shown in the drawings, the air conditioner 50 can further include a compressor, an evaporator, and a first expansion valve.

[0025] Here, the condenser 52 may be connected to the air conditioning unit 50 via a refrigerant line 51. In other words, the condenser 52, the compressor, the evaporator, and the first expansion valve may be connected to the condenser 52 via a refrigerant line 51. Such a condenser 52 may be located at the front of the vehicle together with the oil cooler 14. In other words, the condenser 52 may be an air-cooled heat exchanger that exchanges heat between the incoming refrigerant and the outside air. The chiller 54 may be connected to the air conditioning unit 50 via a refrigerant connection line 53. Here, a second expansion valve 55 may be provided in the refrigerant connection line 53 at the front end of the chiller 54, with respect to the direction of refrigerant flow.

[0026] The cooling device 100 may include a cooling water line 102 connected to the chiller 54 to cool the battery module 20 and electrical components 30 using cooling water that has undergone heat exchange with a refrigerant in the chiller 54. The cooling water line 102 may include a first connection line 104 to which the battery module 20 is provided and a second connection line 106 to which the electrical components 30 are provided. Here, the first connection line 104 and the second connection line 106 may be branched from the cooling water line 102 and configured in parallel. Thus, the battery module 20 and electrical components 30 may be arranged in parallel via the first connection line 104 and the second connection line 106. In the first embodiment of the present invention, the first connection line 104 is further provided with a battery heater 22. The battery heater 22 may be provided in the first connection line 104 separately from the battery module 20, or it may be formed integrally with the battery module 20.

[0027] Such a battery heater 22 can selectively heat the coolant that flows in through the first connecting line 104, thereby raising the temperature of the coolant. As a result, the first connecting line 104 may be connected to the battery module 20 and the battery heater 22 so that the cooling water passes through the battery module 20 and the battery heater 22 in sequence. In other words, the cooling water flowing into the first connecting line 104 can pass through the battery module 20 and the battery heater 22 in sequence.

[0028] On the other hand, when the second expansion valve 55 cools the battery module 20 and electrical components 30 using cooling water that has been heat-exchanged with the refrigerant, it expands the refrigerant flowing in through the refrigerant connection line 53 and allows it to flow into the chiller 54. The chiller 54 can heat-exchange the refrigerant supplied from the air conditioning unit 50 with the cooling water and adjust the temperature of the cooling water selectively supplied through the cooling water line 102. In other words, the chiller 54 may be a water-cooled heat exchanger that exchanges heat between the refrigerant flowing into it and the cooling water. The cooling water that has exchanged heat with the refrigerant in the chiller 54 is supplied to the battery module 20 and the electrical components 30, respectively, via the first and second connecting lines 104 and 106, thereby regulating the temperatures of the battery module 20 and the electrical components 30. The chiller 54 can also recover waste heat from the battery module 20 and the electrical components 30 while exchanging heat between the refrigerant and the cooling water that has flowed into it during heating of the vehicle interior.

[0029] As a result, the cooling device 100 can eliminate the need for a radiator, which was conventionally used to cool the coolant, by using a chiller 54 through which the refrigerant flows to regulate the temperature of the coolant circulating in the coolant line 102 and supplying the coolant to the battery module 20 and electrical components 30. In the first embodiment of the present invention, a valve 108 may be provided at the point where the first connecting line 104 and the second connecting line 106, which are branched from the coolant line 102, rejoin the coolant line 102, so that the coolant that has passed through the chiller 54 flows back into the chiller 54 after passing through the battery module 20 and electrical components 30, respectively, via the first connecting line 104 and the second connecting line 106.

[0030] Valve 108 may be connected to a cooling water line 102, a first connection line 104, and a second connection line 106, which are connected to the chiller 54. Such a valve 108 can adjust the flow rate of cooling water supplied to the battery module 20 and the electrical component 30 via the first connection line 104 and the second connection line 106, respectively, in accordance with the different target temperatures of the battery module 20 and the electrical component 30. For example, the target temperature of the battery module 20 may be set lower than the target temperature of the electrical component 30. In this case, valve 108 can adjust the flow rate of cooling water flowing through the first connection line 104 and the second connection line 106, respectively, so that more cooling water is supplied to the battery module 20 via the first connection line 104 than the flow rate of cooling water supplied to the electrical component 30 via the second connection line 106. In other words, valve 108 may be a 3-way valve capable of controlling the flow and flow rate of the cooling water.

[0031] Furthermore, a water pump 112 may be provided at the front end of the chiller 54 in the cooling water line 102 so that the cooling water circulates along the cooling water line 102. The water pump 112 can be operated so that when cooling or heating of the battery module 20 and electrical components 30 is required, the cooling water that has passed through the chiller 54 along the cooling water line 102 flows into the battery module 20 and electrical components 30, respectively, via the first and second connecting lines 104 and 106. The front end and rear end of the chiller 54 may be set based on the direction of cooling water flow. That is, based on the direction in which the cooling water flows along the cooling water line 102, the position where the cooling water flows into the chiller 54 can be defined as the front end of the chiller 54, and the position where the cooling water is discharged from the chiller 54 can be defined as the rear end of the chiller 54.

[0032] The cooling device 100 may further include a reservoir tank 114. The reservoir tank 114 may be positioned, with reference to the cooling water flow direction, at which the first connecting line 104 and the second connecting line 106, which branch off from the cooling water line 102, rejoin the cooling water line 102.

[0033] In the first embodiment of the present invention, the reservoir tank 114 may be connected to the valve 108. Such a reservoir tank 114 can replenish the coolant so that the flow rate of the coolant circulating in the cooling device 100 does not become insufficient. On the other hand, in the first embodiment of the present invention, the internal diameter of the first connecting line 104 and the internal diameter of the second connecting line 106 may be formed to be different from each other. That is, in the cooling device 100, the first connecting line 104 and the second connecting line 106 may be formed to be different from each other so that the flow rate of the coolant supplied to the battery module 20 and electrical components 30, which have different target temperatures, is adjusted.

[0034] More specifically, the inner diameter of the first connecting line 104 may be larger than the inner diameter of the second connecting line 106 so that a relatively large flow rate of cooling water is supplied to the battery module 20, corresponding to the target temperature of the battery module 20, which is relatively lower than the target temperature of the electrical components 30. Here, the cooling device 100 may not include a valve 108.

[0035] In other words, if the inner diameter of the first connecting line 104 is formed to be larger than the inner diameter of the second connecting line 106, the flow rate of cooling water flowing through the first connecting line 104 may be relatively greater than the flow rate of cooling water flowing through the second connecting line 106, even without the valve 108 being activated. In this case, the cooling device 100 can also control the flow rate of cooling water by adjusting the inner diameters of the first connecting line 104 and the second connecting line 106, even without the valve 108 being applied. Therefore, the thermal management system can efficiently distribute the flow rate of cooling water flowing through the first connecting line 104 and the second connecting line 106 by controlling the operation of the valve 108 or by adjusting the inner diameters of the first connecting line 104 and the second connecting line 106.

[0036] Furthermore, the thermal management system can ensure the maximum flow rate of cooling water supplied to the battery module 20 and the electrical components 30, respectively, along the first connecting line 104 and the second connecting line 106, to match the target temperatures of the battery module 20 and the electrical components 30. This improves the cooling performance of the battery module 20 and the electrical components 30. Therefore, the thermal management system according to the first embodiment of the present invention, configured as described above, can eliminate the need for a radiator to cool the cooling water by applying a motor cooling device 12 for temperature control of the motor 10 and a cooling device 100 that cools the battery module 20 and the electrical components 30 using cooling water whose temperature has been controlled by a chiller 54. In addition, the thermal management system can efficiently control the temperatures of the battery module 20 and the electrical components 30 by adjusting the flow rate of the cooling water to match the target temperatures of the battery module 20 and the electrical components 30.

[0037] On the other hand, in the thermal management system according to the first embodiment of the present invention, one embodiment describes applying either a valve 108 to adjust the flow rate of cooling water in the cooling device 100, or forming the inner diameters of the first connecting line 104 and the second connecting line 106 to be different. However, the invention is not limited to this, and it is also possible to apply the valve 108 to both the first and second connecting lines 104 and 106 while forming the inner diameters of the first and second connecting lines 104 and 106 to be different.

[0038] A vehicle thermal management system according to a second embodiment of the present invention will be described with reference to Figure 2. Figure 2 is a block diagram of the vehicle thermal management system according to a second embodiment of the present invention.

[0039] The vehicle thermal management system according to the second embodiment of the present invention uses a single chiller 54 in which refrigerant and cooling water exchange heat to efficiently regulate the temperatures of electrical components 30 (excluding the motor 10) and the battery module 20, thereby eliminating the need for a radiator and simplifying the overall components.

[0040] Referring to Figure 2, the thermal management system according to the second embodiment of the present invention may include a motor 10, a battery module 20, an air conditioning unit 50, and a cooling unit 200. First, the motor 10 can provide driving force to the vehicle. The battery module 20 can provide power to the motor 10 and at the same time supply power to the electrical components 30. The electrical components 30 may include a power control device, or an inverter, or an on-board charger (OBC). The power control device or the inverter may generate heat during driving, and the charger may generate heat when charging the battery module 20.

[0041] Here, the motor 10 may be connected to a motor cooling device 12 that cools the motor 10 using oil. In a second embodiment of the present invention, the motor cooling device 12 may include an oil cooler 14 and an oil pump 16. First, the oil cooler 14 is connected to the motor 10 via an oil line 13. The oil pump 16 may be provided in the oil line 13. Such an oil pump 16 can circulate the oil cooled by the oil cooler 14 along the oil line 13.

[0042] Here, the oil cooler 14 is positioned at the front of the vehicle. The oil cooler 14 can cool the incoming oil through heat exchange with the outside air. In other words, the oil cooler 14 may be an air-cooled heat exchanger. The motor cooling device 12 configured in this way can smoothly cool the motor 10 by circulating the oil cooled by the oil cooler 14 through the operation of the oil pump 16 to the oil line 13.

[0043] In a second embodiment of the present invention, the air conditioning system 50 can circulate a refrigerant through the operation of each component in a selected air conditioning mode for temperature control inside a vehicle. Such an air conditioning system 50 may include a condenser 52 and a chiller 54. The air conditioning system 50 may further include a compressor, an evaporator, and a first expansion valve, although these are not shown in the drawings. Here, the condenser 52 may be connected to the air conditioning system 50 via a refrigerant line 51. In other words, the condenser 52, compressor, evaporator, and first expansion valve are connected to the condenser 52 via a refrigerant line 51.

[0044] Such a condenser 52 may be positioned at the front of the vehicle together with the oil cooler 14. In other words, the condenser 52 may be an air-cooled heat exchanger that exchanges heat between the incoming refrigerant and the outside air. The chiller 54 may be connected to the air conditioning unit 50 via a refrigerant connection line 53. Here, a second expansion valve 55 may be provided in the refrigerant connection line 53 at the front end of the chiller 54, with respect to the direction of refrigerant flow. The cooling system 200 may also include a coolant line 202 connected to the chiller 54 to cool the battery module 20 and electrical components 30 using coolant that has exchanged heat with the refrigerant in the chiller 54.

[0045] The cooling water line 202 may include a first connection line 204 to which the battery module 20 is provided, and a second connection line 206 to which the electrical components 30 are provided. Here, the first connection line 204 and the second connection line 206 may branch off from the cooling water line 202 and be configured in parallel. Thus, the battery module 20 and the electrical components 30 may be arranged in parallel via the first connection line 204 and the second connection line 206. In a second embodiment of the present invention, the first connection line 204 is further provided with a battery heater 22. The battery heater 22 may be provided on the first connection line 204 separately from the battery module 20, or it may be formed integrally with the battery module 20.

[0046] Such a battery heater 22 can selectively heat the coolant flowing in through the first connection line 204 to raise the temperature of the coolant. The first connection line 204 may be connected to the battery module 20 and the battery heater 22 so that the coolant passes through the battery module 20 and the battery heater 22 sequentially. In other words, the coolant flowing into the first connection line 204 can pass through the battery module 20 and the battery heater 22 sequentially.

[0047] On the other hand, when the second expansion valve 55 cools the battery module 20 and electrical components 30 using cooling water that has exchanged heat with the refrigerant, it expands the refrigerant flowing in through the refrigerant connection line 53 and allows it to flow into the chiller 54. The chiller 54 exchanges heat between the refrigerant supplied from the air conditioning unit 50 and the cooling water, and can adjust the temperature of the cooling water selectively supplied through the cooling water line 202. In other words, the chiller 54 may be a water-cooled heat exchanger that exchanges heat between the refrigerant flowing into it and the cooling water.

[0048] The coolant, which has undergone heat exchange with the refrigerant in the chiller 54, is supplied to the battery module 20 and electrical components 30, respectively, via the first and second connecting lines 204 and 206, thereby regulating the temperatures of the battery module 20 and electrical components 30. The chiller 54 can also recover waste heat from the battery module 20 and electrical components 30 while exchanging heat with the refrigerant and the coolant that flows into it during heating of the vehicle interior. As a result, the cooling system 200 can eliminate the need for a radiator, which was conventionally used to cool the coolant, by using the chiller 54 through which the refrigerant flows to regulate the temperature of the coolant circulating in the coolant line 202 and supplying the coolant to the battery module 20 and electrical components 30.

[0049] In a second embodiment of the present invention, a valve 208 may be provided at the point where the first and second connecting lines 204 and 206 branch off from the cooling water line 202, so that the cooling water that has passed through the chiller 54 flows into the battery module 20 and the electrical components 30, respectively, via the first and second connecting lines 204 and 206. The cooling water line 202, the first and second connecting lines 204 and 206, which are connected to the chiller 54, may be connected to the valve 208, respectively. Such a valve 208 can adjust the flow rate of cooling water supplied to the battery module 20 and the electrical components 30, respectively, via the first and second connecting lines 204 and 206, corresponding to the battery module 20 and the electrical components 30, which have different target temperatures.

[0050] For example, the target temperature of the battery module 20 may be set lower than the target temperature of the electrical component 30. In this case, the valve 208 can adjust the flow rate of coolant flowing through the first connection line 204 and the second connection line 206, respectively, so that a greater flow rate of coolant is supplied to the battery module 20 via the first connection line 204 than the flow rate of coolant supplied to the electrical component 30 via the second connection line 206. In other words, the valve 208 may be a 3-way valve capable of controlling the flow and flow rate of the coolant. Also, at the front end of the chiller 54, the coolant line 202 may be equipped with a water pump 212 so that the coolant circulates along the coolant line 202.

[0051] The water pump 212 can be operated so that, when cooling or heating of the battery module 20 and electrical components 30 is required, the coolant that has passed through the chiller 54 along the coolant line 202 flows into the battery module 20 and electrical components 30, respectively, via the first and second connecting lines 204 and 206. The front and rear ends of the chiller 54 may be set based on the direction of coolant flow. In other words, based on the direction in which the coolant flows along the coolant line 202, the position where the coolant flows into the chiller 54 can be defined as the front end of the chiller 54, and the position where the coolant is discharged from the chiller 54 can be defined as the rear end of the chiller 54.

[0052] Furthermore, the cooling device 200 may further include a reservoir tank 214. The reservoir tank 214 may be positioned so that the first connecting line 204 and the second connecting line 206, which branch off from the cooling water line 202, rejoin the cooling water line 202, with respect to the cooling water flow direction. In other words, in the second embodiment of the present invention, the reservoir tank 214 can replenish the cooling water so that the flow rate of the cooling water circulating in the cooling device 200 does not become insufficient.

[0053] On the other hand, in a second embodiment of the present invention, the internal diameter of the first connecting line 204 and the internal diameter of the second connecting line 206 may be formed to be different from each other. That is, in the cooling device 200, the first connecting line 204 and the second connecting line 206 may be formed to be different from each other so as to adjust the flow rate of cooling water supplied to the battery module 20 and the electrical component 30, which have different target temperatures. More specifically, the internal diameter of the first connecting line 204 may be larger than the internal diameter of the second connecting line 206 so as to supply a relatively larger flow rate of cooling water to the battery module 20, which has a target temperature that is relatively lower than the target temperature of the electrical component 30.

[0054] In this case, the valve 208 may not be applied to the cooling device 200. That is, if the inner diameter of the first connecting line 204 is formed to be larger than the inner diameter of the second connecting line 206, the flow rate of cooling water flowing through the first connecting line 204 may be relatively greater than the flow rate of cooling water flowing through the second connecting line 206, even without the valve 208 being activated. In that case, the cooling device 200 can also control the flow rate of cooling water by adjusting the inner diameters of the first connecting line 204 and the second connecting line 206, even without the valve 208 being applied. Therefore, the thermal management system can efficiently distribute the flow rate of cooling water flowing through the first connecting line 204 and the second connecting line 206 by controlling the operation of the valve 208 or by adjusting the inner diameters of the first connecting line 204 and the second connecting line 206. Furthermore, the thermal management system can ensure the maximum flow rate of cooling water supplied to the battery module 20 and the electrical components 30, respectively, along the first connection line 204 and the second connection line 206, in order to match the target temperatures of the battery module 20 and the electrical components 30.

[0055] This improves the cooling performance of the battery module 20 and the electrical components 30. Therefore, the thermal management system according to the second embodiment of the present invention, configured as described above, eliminates the need for a radiator to cool the cooling water by applying a motor cooling device 12 for temperature control of the motor 10 and a cooling device 200 that cools the battery module 20 and the electrical components 30 using cooling water cooled by the chiller 54. Furthermore, the thermal management system can efficiently adjust the temperatures of the battery module 20 and the electrical components 30 by adjusting the flow rate of the cooling water to match the target temperatures of the battery module 20 and the electrical components 30.

[0056] On the other hand, in the thermal management system according to the second embodiment of the present invention, one embodiment describes applying either a valve 208 to adjust the flow rate of cooling water in the cooling device 200, or forming the inner diameters of the first connecting line 204 and the second connecting line 206 to be different. However, the invention is not limited to this, and it is also possible to apply the valve 208 to both the first and second connecting lines 204 and 206 while forming the inner diameters of the first and second connecting lines 204 and 206 to be different.

[0057] A vehicle thermal management system according to a third embodiment of the present invention will be described with reference to Figure 3. Figure 3 is a block diagram of the vehicle thermal management system according to the third embodiment of the present invention.

[0058] The vehicle thermal management system according to the third embodiment of the present invention uses a single chiller 54 in which refrigerant and cooling water exchange heat to efficiently regulate the temperature of electrical components 30 (excluding the motor 10) and the battery module 20, thereby eliminating the need for a radiator and simplifying the overall components.

[0059] Referring to Figure 3, the thermal management system according to the third embodiment of the present invention may include a motor 10, a battery module 20, an air conditioning unit 50, and a cooling unit 300. First, the motor 10 can provide driving force to the vehicle. The battery module 20 can supply power to the motor 10 and at the same time supply power to the electrical components 30.

[0060] The electrical components 30 may include a power control device, an inverter, or an on-board charger (OBC). The power control device or the inverter may generate heat during operation, and the charger may generate heat when charging the battery module 20. Here, the motor 10 may be connected to a motor cooling device 12 that uses oil to cool the motor 10. In a third embodiment of the present invention, the motor cooling device 12 may include an oil cooler 14 and an oil pump 16.

[0061] First, the oil cooler 14 may be connected to the motor 10 via the oil line 13. The oil pump 16 may also be provided in the oil line 13. Such an oil pump 16 can circulate the oil cooled by the oil cooler 14 along the oil line 13. Here, the oil cooler 14 is located at the front of the vehicle. The oil cooler 14 can cool the incoming oil through heat exchange with the outside air. In other words, the oil cooler 14 may be an air-cooled heat exchanger.

[0062] The motor cooling device 12 configured in this way can smoothly cool the motor 10 by circulating oil cooled in the oil cooler 14 through the operation of the oil pump 16 into the oil line 13. In a third embodiment of the present invention, the air conditioning device 50 can circulate a refrigerant through the operation of each component in a selected air conditioning mode for temperature control inside the vehicle cabin. Such an air conditioning device 50 may include a condenser 52 and a chiller 54. The air conditioning device 50 may also further include a compressor, an evaporator, and a first expansion valve, although these are not shown in the drawings.

[0063] Here, the condenser 52 may be connected to the air conditioning unit 50 via a refrigerant line 51. That is, the compressor, the evaporator, and the first expansion valve are connected to the condenser 52 via the refrigerant line 51. Such a condenser 52 may be located at the front of the vehicle together with the oil cooler 14. That is, the condenser 52 may be an air-cooled heat exchanger that exchanges heat between the incoming refrigerant and the outside air. The chiller 54 may be connected to the air conditioning unit 50 via a refrigerant connection line 53. Here, a second expansion valve 55 may be provided in the refrigerant connection line 53 at the front end of the chiller 54, with respect to the direction of refrigerant flow.

[0064] The cooling system 300 may include a cooling water line 302 connected to the chiller 54 to cool the battery module 20 and electrical components 30 using cooling water that has undergone heat exchange with a refrigerant in the chiller 54. The cooling water line 302 may include a first connection line 304 through which the battery module 20 is located and a second connection line 306 through which the electrical components 30 are located. Here, the first connection line 304 and the second connection line 306 may be branched from the cooling water line 302 and configured in parallel. Thus, the battery module 20 and electrical components 30 may be arranged in parallel via the first connection line 304 and the second connection line 306.

[0065] In a third embodiment of the present invention, the first connecting line 304 is further provided with a battery heater 22. The battery heater 22 may be provided in the first connecting line 304 separately from the battery module 20, or it may be formed integrally with the battery module 20. Such a battery heater 22 can selectively heat the cooling water flowing in through the first connecting line 304 to raise the temperature of the cooling water. Thus, the first connecting line 304 may be connected to the battery module 20 and the battery heater 22 so that the cooling water passes through the battery module 20 and the battery heater 22 in sequence. In other words, the cooling water flowing into the first connecting line 304 can pass through the battery heater 22 and the battery module 20 in sequence.

[0066] On the other hand, when the second expansion valve 55 is used to cool the battery module 20 and electrical components 30 using cooling water that has been heat-exchanged with the refrigerant, it expands the refrigerant flowing in through the refrigerant connection line 53 and allows it to flow into the chiller 54. The chiller 54 can exchange heat between the refrigerant supplied from the air conditioning unit 50 and the cooling water, thereby regulating the temperature of the cooling water selectively supplied via the cooling water line 302. In other words, the chiller 54 may be a water-cooled heat exchanger that exchanges heat between the refrigerant flowing into it and the cooling water. The cooling water that has exchanged heat with the refrigerant in the chiller 54 is supplied to the battery module 20 and the electrical components 30, respectively, via the first and second connecting lines 304 and 306, thereby regulating the temperatures of the battery module 20 and the electrical components 30. In addition, the chiller 54 can recover waste heat from the battery module 20 and the electrical components 30 while exchanging heat between the refrigerant and the cooling water that flows into it during heating of the vehicle interior.

[0067] As a result, the cooling system 300 uses a chiller 54 through which the refrigerant flows to regulate the temperature of the coolant circulating in the coolant line 302, and supplies the coolant to the battery module 20 and electrical components 30, thereby eliminating the need for a radiator, which was conventionally used to cool the coolant.

[0068] On the other hand, in a third embodiment of the present invention, a first water pump 312 may be provided on the first connecting line 304, and a second water pump 314 may be provided on the second connecting line 306. First, the first water pump 312 is provided on the first connecting line 304 at the front end of the battery module 20 with reference to the direction of coolant flow. Then, the second water pump 314 is provided on the second connecting line 306 at the front end of the electrical component 30 with reference to the direction of coolant flow.

[0069] Here, the first water pump 312 and the second water pump 314 can operate at different revolutions per minute (RPM) so that the flow rates of cooling water flowing through the first connection line 304 and the second connection line 306 are different. In other words, if the first water pump 312 and the second water pump 314 are pumps with the same pumping head, they can operate at different RPMs (revolutions per minute) so that the flow rates of cooling water supplied to the battery module 20 and the electrical components 30 via the first connection line 304 and the second connection line 306 are different.

[0070] Pumping head refers to the height to which a pump can draw out liquid when pumping. In a third embodiment of the present invention, the RPM (revolutions per minute) of the first water pump 312 can operate at a higher RPM (revolutions per minute) than the RPM (revolutions per minute) of the second water pump 314, corresponding to the target temperature of the battery module 20, which is relatively lower than the target temperature of the electrical component 30.

[0071] As a result, when the first water pump 312 operates at a higher RPM than the second water pump 314, the flow rate of coolant supplied to the battery module 20 via the first connection line 304 may be relatively greater than the flow rate of coolant supplied to the electrical components 30 via the second connection line 306. Therefore, the thermal management system can efficiently distribute the flow rate of coolant between the first connection line 304 and the second connection line 306 by operating the first water pump 312 and the second water pump 314 at different RPMs.

[0072] Furthermore, the thermal management system can ensure the maximum flow rate of cooling water supplied to the battery module 20 and the electrical components 30, respectively, along the first connecting line 312 and the second connecting line 314, so as to match the target temperatures of the battery module 20 and the electrical components 30. This improves the cooling performance of the battery module 20 and the electrical components 30. Conversely, in a third embodiment of the present invention, if the first water pump 312 and the second water pump 314 are composed of pumps with different heads, the pumping head of the first water pump 312 can be greater than that of the second water pump 314 so that the flow rates of the cooling water flowing through the first connecting line 304 and the second connecting line 306 are different.

[0073] As a result, if the first water pump 312 has a greater head than the second water pump 314, the flow rate of cooling water supplied to the battery module 20 via the first connection line 304 may be greater than the flow rate of cooling water supplied to the electrical components 30 via the second connection line 306. In other words, the head of the first water pump 312 may be set to be greater than the head of the second water pump 314 so that a relatively large flow rate of cooling water is supplied to the battery module 20 in accordance with the target temperature of the battery module 20, which is relatively lower than the target temperature of the electrical components 30. Therefore, the thermal management system can efficiently distribute the flow rate of cooling water flowing through the first connection line 304 and the second connection line 306 by applying the first water pump 312 and the second water pump 314, which have different heads.

[0074] Furthermore, the thermal management system can ensure the maximum flow rate of cooling water supplied to the battery module 20 and the electrical components 30, respectively, along the first connecting line 304 and the second connecting line 306, in order to match the target temperatures of the battery module 20 and the electrical components 30. This improves the cooling performance of the battery module 20 and the electrical components 30.

[0075] On the other hand, the front end and rear end of the battery module 20, or the front end and rear end of the electrical component 30, may be set based on the direction of coolant flow. In other words, based on the direction in which the coolant flows along the coolant line 302, the position where coolant flows into the battery module 20 can be defined as the front end of the battery module 20, and the position where coolant is discharged from the battery module 20 can be defined as the rear end of the battery module 20.

[0076] Furthermore, with reference to the direction in which the coolant flows along the coolant line 302, the position where the coolant flows into the electrical component 30 can be defined as the front end of the electrical component 30, and the position where the coolant is discharged from the electrical component 30 can be defined as the rear end of the electrical component 30. The cooling system 300 may further include a reservoir tank 314. The reservoir tank 314 may be positioned where the first connecting line 304 and the second connecting line 306 branch off from the coolant line 302, with reference to the direction of coolant flow. Such a reservoir tank 314 can replenish the coolant so that the flow rate of the coolant circulating in the cooling system 300 does not become insufficient. Therefore, the thermal management system according to the third embodiment of the present invention, configured as described above, can eliminate the need for a radiator to cool the coolant by applying a motor cooling system 12 for temperature control of the motor 10 and a cooling system 300 that cools the battery module 20 and the electrical component 30 using coolant cooled by the chiller 54. Furthermore, the thermal management system can efficiently regulate the temperatures of the battery module 20 and the electrical components 30 by operating the first water pump 312 and the second water pump 314 to adjust the flow rate of the cooling water to match the target temperatures of the battery module 20 and the electrical components 30.

[0077] On the other hand, in the thermal management system according to the third embodiment of the present invention, the cases in which the first water pump 312 and the second water pump 314 are applied as pumps with the same head, and the cases in which they are applied as pumps with different heads, are described separately. However, the invention is not limited to these cases, and even when pumps with different heads are applied, the rotational speeds of the first water pump 312 and the second water pump 314 can be controlled to be different. Next, the thermal management system for vehicles according to the fourth embodiment of the present invention will be described with reference to the attached Figure 4.

[0078] Figure 4 is a block diagram of a vehicle thermal management system according to a fourth embodiment of the present invention. The vehicle thermal management system according to the fourth embodiment of the present invention uses a single chiller 54 in which refrigerant and cooling water exchange heat, and efficiently regulates the temperature of the electrical components 30 (excluding the motor 10) and the battery module 20, thereby eliminating the need for a radiator and simplifying the overall components.

[0079] Referring to Figure 4, the thermal management system may include a motor 10, a battery module 20, an air conditioning unit 50, and a cooling unit 400. First, the motor 10 can provide driving force to the vehicle. The battery module 20 can supply power to the motor 10 and at the same time supply power to the electrical components 30. The electrical components 30 may include a power control device, or an inverter, or an on-board charger (OBC). The power control device or the inverter may generate heat during operation, and the charger may generate heat when charging the battery module 20. Here, the motor 10 may be connected to a motor cooling unit 12 that cools the motor 10 using oil.

[0080] In a fourth embodiment of the present invention, the motor cooling device 12 may include an oil cooler 14 and an oil pump 16. First, the oil cooler 14 is connected to the motor 10 via an oil line 13. The oil pump 16 may be provided in the oil line 13. Such an oil pump 16 can circulate the oil cooled by the oil cooler 14 along the oil line 13. Here, the oil cooler 14 is located at the front of the vehicle. The oil cooler 14 can cool the incoming oil through heat exchange with the outside air. In other words, the oil cooler 14 may be an air-cooled heat exchanger. The motor cooling device 12 configured in this way can smoothly cool the motor 10 by circulating the oil cooled by the oil cooler 14 through the operation of the oil pump 16 into the oil line 13.

[0081] In a fourth embodiment of the present invention, the air conditioning system 50 can circulate a refrigerant through the operation of each component in a selected air conditioning mode for temperature control inside the vehicle cabin. Such an air conditioning system 50 may include a condenser 52 and a chiller 54. The air conditioning system 50 may further include a compressor, an evaporator, and a first expansion valve, although these are not shown in the drawings. Here, the condenser 52 may be connected to the air conditioning system 50 via a refrigerant line 51. That is, the condenser 52, the compressor, the evaporator, and the first expansion valve are connected to the condenser 52 via a refrigerant line 51. Such a condenser 52 may be located at the front of the vehicle together with an oil cooler 14. That is, the condenser 52 may be an air-cooled heat exchanger that exchanges heat between the incoming refrigerant and the outside air.

[0082] The chiller 54 may be connected to the air conditioning unit 50 via a refrigerant connection line 53. Here, a second expansion valve 55 may be provided in the refrigerant connection line 53 at the front end of the chiller 54, with respect to the direction of refrigerant flow. The cooling system 400 may also include a coolant line 402 connected to the chiller 54 to cool the battery module 20 and electrical components 30 using coolant that has undergone heat exchange with the refrigerant in the chiller 54. Such a cooling system 400 may further include a branch line 404.

[0083] One end of the branch line 404 may be connected to the coolant line 402 at the front end of the chiller 54. The other end of such a branch line 404 may be connected to the coolant line 402 at the rear end of the battery module 20. Here, the battery module 20 may be arranged in series with the chiller 54 on the coolant line 402. Electrical components 30 may also be provided on the branch line 404. In this way, the battery module 20 and electrical components 30 may be arranged in parallel with the coolant line 402 and the branch line 404. In other words, some of the coolant flowing into the chiller 54 along the coolant line 402 can flow into the branch line 404 so as to bypass the chiller 54 and pass through the electrical components 30.

[0084] Then, the remaining coolant that flows into the chiller 54 along the coolant line 402 can pass through the chiller 54 and the battery module 20 in sequence, and then merge with some of the coolant that has flowed along the branch line 404 in the coolant line 402.

[0085] On the other hand, in a fourth embodiment of the present invention, the cooling water line 402 is further provided with a battery heater 22. The battery heater 22 may be provided in the cooling water line 402 separately from the battery module 20, or it may be formed integrally with the battery module 20. Such a battery heater 22 can selectively heat the cooling water flowing in through the cooling water line 402 to raise the temperature of the cooling water. Thus, the cooling water line 402 may be connected to the battery module 20 and the battery heater 22 so that the cooling water passes through the battery module 20 and the battery heater 22 in sequence. In other words, the cooling water flowing along the cooling water line 402 can pass through the battery module 20 and the battery heater 22 in sequence.

[0086] On the other hand, when the second expansion valve 55 cools the battery module 20 and electrical components 30 using cooling water that has exchanged heat with the refrigerant, it expands the refrigerant flowing in through the refrigerant connection line 53 and allows it to flow into the chiller 54. The chiller 54 exchanges heat between the refrigerant supplied from the air conditioning unit 50 and the cooling water, and can adjust the temperature of the cooling water selectively supplied through the cooling water line 402. In other words, the chiller 54 may be a water-cooled heat exchanger that exchanges heat between the refrigerant flowing in and the cooling water. The cooling water that has exchanged heat with the refrigerant in the chiller 54 is supplied to the battery module 20 and electrical components 30, respectively, through the cooling water line 402 and the branch line 404, and can adjust the temperatures of the battery module 20 and electrical components 30.

[0087] Furthermore, the chiller 54 can also recover waste heat from the battery module 20 and electrical components 30 while exchanging heat with the refrigerant and the cooling water that flows into it during heating of the vehicle interior. As a result, the cooling system 400 can eliminate the need for a radiator, which was conventionally used to cool the cooling water, by using the chiller 54 through which the refrigerant flows to regulate the temperature of the cooling water circulating in the cooling water line 402 and the branch line 404, and supplying the cooling water to the battery module 20 and electrical components 30.

[0088] On the other hand, at the rear end of the battery module 20, the coolant line 402 may be equipped with a water pump 406 so that coolant circulates along the coolant line 402 and the branch line 404. Here, the other end of the branch line 404 may be connected to the coolant line 402 between the battery module 20 and the water pump 406. The water pump 406 can be operated so that when cooling or heating of the battery module 20 and the electrical components 30 is required, the coolant that has passed through the chiller 54 passes through the coolant line 402 to the battery module 20 and then flows into the electrical components 30 via the branch line 404.

[0089] On the other hand, the front end and rear end of the battery module 20, or the front end and rear end of the chiller 54, or the front end and rear end of the water pump 406 may be set with reference to the direction of coolant flow. That is, with reference to the direction in which the coolant flows along the coolant line 402, the positions where coolant flows into the battery module 20, chiller 54, and water pump 406 can be defined as the front ends, and the positions where coolant is discharged from the battery module 20, chiller 54, and water pump 406 can be defined as the rear ends. The cooling system 400 may further include a reservoir tank 408. The reservoir tank 408 may be located in the coolant line 402 at the front end of the water pump 406 with reference to the direction of coolant flow.

[0090] More specifically, the reservoir tank 408 is provided in the cooling water line 402 between the point where the other end of the branch line 404 connects to the cooling water line 402 and the front end of the water pump 406. Such a reservoir tank 408 can replenish the cooling water to ensure that the flow rate of cooling water circulating in the cooling system 400 is not insufficient.

[0091] On the other hand, in a fourth embodiment of the present invention, the internal diameter of the cooling water line 402 and the internal diameter of the branch line 404 may be formed to be different from each other. That is, in the cooling device 400, the cooling water line 402 and the branch line 404 may be formed to be different from each other so as to adjust the flow rate of cooling water supplied to the battery module 20 and the electrical component 30, which have different target temperatures. More specifically, the internal diameter of the cooling water line 402 may be larger than the internal diameter of the branch line 404 so as to supply a relatively larger flow rate of cooling water to the battery module 20, which has a target temperature that is relatively lower than the target temperature of the electrical component 30.

[0092] In other words, if the inner diameter of the cooling water line 402 is formed to be larger than the inner diameter of the branch line 404, the flow rate of cooling water flowing through the cooling water line 402 may be relatively greater than the flow rate of cooling water flowing through the branch line 404. In this case, the cooling device 400 can control the flow rate of cooling water by adjusting the inner diameters of the cooling water line 402 and the branch line 404 without applying a separate valve. Therefore, the thermal management system can efficiently distribute the flow rate of cooling water flowing through the cooling water line 402 and the branch line 404 by adjusting the inner diameter of the cooling water line 402 and the branch line 404.

[0093] Furthermore, the thermal management system can ensure the maximum flow rate of cooling water supplied to the battery module 20 and electrical components 30, respectively, along the cooling water line 402 and branch line 404, so as to match the target temperatures of the battery module 20 and electrical components 30. This improves the cooling performance of the battery module 20 and electrical components 30. Therefore, the thermal management system according to the fourth embodiment of the present invention, configured as described above, can eliminate the need for a radiator to cool the cooling water by applying a motor cooling device 12 for temperature control of the motor 10 and a cooling device 400 that cools the battery module 20 and electrical components 30 using cooling water whose temperature has been controlled by a chiller 54.

[0094] Furthermore, the thermal management system can efficiently regulate the temperatures of the battery module 20 and the electrical components 30 by adjusting the flow rate of the coolant to match the target temperatures of the battery module 20 and the electrical components 30. Therefore, as described above, by applying the vehicle thermal management system according to the first to fourth embodiments of the present invention, the temperature of the battery module 20 and the electrical components 30, excluding the motor 10, can be efficiently regulated using a single chiller 54 in which the refrigerant and coolant exchange heat, thereby eliminating the need for a radiator and simplifying the overall components.

[0095] Furthermore, the present invention can minimize overall power consumption by reducing the operating time of the battery heater 22 through efficient temperature control so that the battery module 20 and electrical components 30 can perform at their optimal levels. In addition, the present invention enables the battery module 20 to perform at its optimal level by efficiently regulating its temperature, and can increase the overall driving range of the vehicle through efficient management of the battery module 20. Furthermore, the present invention can simplify the overall system, reduce manufacturing costs and weight, and improve space utilization.

[0096] As described above, the present invention has been explained by limited embodiments and drawings, but the present invention is not limited thereto, and of course, a variety of modifications and variations are possible by persons with ordinary skill in the art to which the present invention pertains, within the equivalent scope of the technical concept of the present invention and the claims described below. [Explanation of Symbols]

[0097] 10 motors 12 Motor cooling device 13 Oil lines 14 Oil cooler 16 Oil pump 20 Battery Modules 22 Battery Heater 50 Air conditioning unit 51 Refrigerant line 52 Condenser 53 Refrigerant connection line 54 Chiller 55 Second expansion valve 100, 200, 300, 400 chillers 102, 202, 302, 402 Cooling water lines 104, 204, 304 First connecting line 106, 206, 306 Second connecting line 108, 208 valves 112, 212, 406 Water Pump 114, 214, 316, 408 Reservoir Tanks 312, 314 First and second water pumps 404 Branch Line

Claims

1. A motor that provides driving force to a vehicle. A battery module that provides power to the motor, An air conditioning system including a condenser and a chiller, which circulates a refrigerant, and A cooling system including a cooling water line connected to the chiller, which uses cooling water that has undergone heat exchange with a refrigerant in the chiller to cool the battery module and the electrical components installed in the vehicle, is included. The cooling water line includes a first connection line to which the battery module is provided, and a second connection line to which the electrical components excluding the motor are provided. A vehicle thermal management system characterized in that the first connecting line and the second connecting line are configured in parallel.

2. The motor is connected to a motor cooling device that cools the motor using oil. The motor cooling device, An oil cooler connected to the motor via an oil line, and An oil pump provided in the oil line, which circulates the oil cooled by the oil cooler along the oil line, The vehicle thermal management system according to claim 1, characterized by including the following:

3. The vehicle thermal management system according to claim 1, characterized in that a valve is provided at the point where the first and second connecting lines, which are branched from the cooling water line, rejoin the cooling water line, so that the cooling water that has passed through the chiller passes through the battery module and the electrical components via the first and second connecting lines, respectively, and then flows back into the chiller.

4. The vehicle thermal management system according to claim 1, characterized in that a valve is provided at the position where the first and second connecting lines branch off from the cooling water line, so that the cooling water that has passed through the chiller flows into the battery module and the electrical components, respectively, via the first and second connecting lines.

5. At the front end of the chiller, the cooling water line includes: The vehicle thermal management system according to claim 1, characterized in that it is equipped with a water pump.

6. The internal diameter of the first connecting line and the internal diameter of the second connecting line are: The vehicle thermal management system according to claim 1, characterized in that the inner diameters are formed to be different from each other.

7. The inner diameter of the first connecting line is The vehicle thermal management system according to claim 6, characterized in that it is formed with an inner diameter larger than the inner diameter of the second connecting line.

8. The vehicle thermal management system according to claim 1, further comprising a battery heater in the first connecting line, wherein the cooling water passes through the battery module and the battery heater.

9. Based on the flow direction of the cooling water, the first water pump is provided on the first connecting line at the front end of the battery module. The vehicle thermal management system according to claim 1, characterized in that a second water pump is provided in the second connecting line at the front end of the electrical component, based on the flow direction of the cooling water.

10. The first water pump and the second water pump are, The vehicle thermal management system according to claim 9, characterized in that it operates at different rotational speeds (RPM: revolution per minute) such that the flow rates of cooling water flowing through the first connecting line and the second connecting line are different.

11. The pumping head of the first water pump is: The vehicle thermal management system according to claim 9, characterized in that the head of the second water pump is greater than the head of the second water pump, such that the flow rates of the cooling water flowing through the first and second connecting lines are different.

12. The vehicle thermal management system according to claim 9, further comprising a battery heater in the first connecting line, wherein the cooling water flowing along the first connecting line passes through the battery heater and the battery module.

13. The vehicle thermal management system according to claim 1, characterized in that a reservoir tank is provided at a position where the first connecting line and the second connecting line, which are branched from the cooling water line, rejoin the cooling water line, or at a position where the first connecting line and the second connecting line are branched from the cooling water line, based on the direction of cooling water flow.

14. A motor that provides driving force to a vehicle. A battery module that provides power to the motor, An air conditioning system including a condenser and a chiller, which circulates a refrigerant, and A cooling system including a cooling water line connected to the chiller, which uses cooling water that has undergone heat exchange with a refrigerant in the chiller to cool the battery module and the electrical components installed in the vehicle, is included. The battery module is arranged in series with the chiller and the cooling water line. The aforementioned electrical component is provided with a branch line at one end connected to the coolant line at the front end of the chiller, and the other end connected to the coolant line at the rear end of the battery module. A vehicle thermal management system characterized in that the battery module and the electrical components are arranged in parallel via the cooling water line and the branch line.

15. The motor is connected to a motor cooling device that cools the motor using oil. The motor cooling device, An oil cooler connected to the motor via an oil line, and An oil pump provided in the oil line, which circulates the oil cooled by the oil cooler along the oil line, The vehicle thermal management system according to claim 14, characterized by including the following:

16. Of the cooling water flowing into the chiller along the aforementioned cooling water line, some of the cooling water flows into the branch line, bypassing the chiller and passing through the electrical components. The vehicle thermal management system according to claim 14, characterized in that the remaining coolant that flows into the chiller along the coolant line passes sequentially through the chiller and the battery module, and then merges with a portion of the coolant that has flowed along the branch line in the coolant line.

17. The inner diameter of the cooling water line and the inner diameter of the branch line are, The vehicle thermal management system according to claim 14, characterized in that the inner diameters are formed to be different from each other.

18. The inner diameter of the aforementioned cooling water line is The vehicle thermal management system according to claim 17, characterized in that it is formed with an inner diameter larger than the inner diameter of the branch line.

19. A water pump is provided in the cooling water line at the rear end of the battery module. The vehicle thermal management system according to claim 14, characterized in that the other end of the branch line is connected to the cooling water line between the battery module and the water pump.

20. The vehicle thermal management system according to claim 19, characterized in that a reservoir tank is provided in the cooling water line at the front end of the water pump.

21. The vehicle thermal management system according to claim 14, further comprising a battery heater in the cooling water line, wherein the cooling water passes through the battery module and the battery heater.

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