Vehicle Integrated Thermal Management System

Abstract

To provide an integrated thermal management system for vehicles which can independently control the effective air-conditioning of an electronic drive unit, a high-voltage battery and an indoor space and can increase the entire energy efficiency of a vehicle with the integrated thermal management.SOLUTION: An integrated thermal management system for vehicles includes: a first cooling line; a second cooling line; a refrigerant line; and a bypass line configured to diverge from the second cooling line, to be connected to a chiller, and to allow a coolant to bypass a second radiator and to circulate between a high-voltage battery and the chiller.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an integrated thermal management system for a vehicle that enables independent control of an electronic drive unit, a high-voltage battery, and effective air conditioning of the interior space, and that increases the overall energy efficiency of the vehicle through integrated thermal management. [Background technology]

[0002] Recently, the number of registered environmentally friendly vehicles, including electric vehicles, is on the rise due to a combination of policies to promote the spread of environmentally friendly vehicles and the preference for vehicles with excellent fuel efficiency. An electric vehicle or fuel cell vehicle, which is one type of environmentally friendly vehicle, is a vehicle that runs using an electric battery and an electric motor, rather than using petroleum fuel and an engine. An electric vehicle has a system in which the motor runs using electricity stored in a high-voltage battery, and has the advantages of not emitting harmful substances, being quiet, and being highly energy efficient.

[0003] In the case of conventional engine-powered vehicles, the engine's waste heat is used to operate the interior heating system, but since electric vehicles do not have engines, they have a system that uses electricity to operate the heater. Therefore, electric vehicles have the problem that the driving distance is significantly reduced when heating.

[0004] In addition, battery modules can maintain optimal performance and a long lifespan when used in an optimal temperature environment, but the heat generated during operation and changes in external temperature make it difficult to use them in the optimal temperature environment.

[0005] To solve these problems, a method for organically combining the air conditioning system and thermal management system of an electric vehicle is currently being actively discussed.

[0006] The matters described above as the background art are intended to enhance understanding of the background of the present invention, and should not be accepted as corresponding to prior art already known to those skilled in the art. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Korean Patent Registration No. 10-1558611B1 Summary of the Invention [Problem to be solved by the invention]

[0008] The present invention has been proposed to solve these problems, and its object is to provide an integrated thermal management system for a vehicle that can independently control the electronic drive unit, the high-voltage battery, and the effective air conditioning of the interior space, and can increase the overall energy efficiency of the vehicle through integrated thermal management. [Means for solving the problem]

[0009] In order to achieve the above object, the integrated thermal management system of the present invention for a vehicle includes a first cooling line for circulating coolant between an electronic drive unit and a first radiator, a second cooling line for circulating coolant between a high-voltage battery and a second radiator, a refrigerant line for allowing refrigerant to flow through the compressor, an internal condenser of the interior air conditioner, and an exterior condenser outside the vehicle in that order, and for refrigerant discharged from the exterior condenser to pass through an evaporator or chiller of the interior air conditioner before flowing into the compressor, and a bypass line branching off from the second cooling line and connected to the chiller, thereby bypassing the second radiator and allowing coolant to circulate between the high-voltage battery and the chiller.

[0010] A first expansion valve may be provided at the refrigerant inlet of the chiller, and a second expansion valve may be provided at the refrigerant inlet of the evaporator.

[0011] The second cooling line may be provided with a water heater downstream of the high voltage battery.

[0012] The first and second cooling lines are connected together to an integrated reservoir so that some of the cooling water can be mixed.

[0013] The first radiator and the second radiator may be coupled to each other to form an integral unit.

[0014] In indoor air conditioners, air that has passed through an internal condenser can be passed through an electric heater.

[0015] An auxiliary line that bypasses the outdoor condenser may be connected to the refrigerant line.

[0016] In the case of frost formation on the outdoor condenser in the heat pump mode, the refrigerant in the refrigerant line can bypass the outdoor condenser through the auxiliary line and flow to the chiller.

[0017] A dehumidification line may be connected to the refrigerant line, which branches the refrigerant flowing through the internal condenser and allows the refrigerant to bypass the outdoor condenser and flow into the evaporator.

[0018] A third expansion valve is installed in the refrigerant line upstream of the branch point of the dehumidification line, and in dehumidification mode, the refrigerant expanded by the third expansion valve is supplied to the chiller and at the same time to the evaporator through the dehumidification line, so that the refrigerant that has passed through the chiller and evaporator can be combined and supplied to the compressor and internal condenser.

[0019] The refrigerant line may be connected to an auxiliary line through which the refrigerant flowing through the internal condenser is branched off to bypass the outdoor condenser and connected to an evaporator or a chiller, and a dehumidification line through which the refrigerant bypasses the outdoor condenser and flows into the evaporator.

[0020] The first cooling line may be provided with a first pump, and the second cooling line may be provided with a second pump.

[0021] A three-way valve may be provided at a branch point of the second cooling line and the bypass line, and the second pump may be provided between the three-way valve and the high-voltage battery.

[0022] The first pump, the second pump, the three-way valve and the chiller may be coupled to each other to form a module.

[0023] The first and second cooling lines are connected together to an integrated reservoir to mix some of the cooling water, and the integrated reservoir can be combined with a first pump, a second pump, a three-way valve, and a chiller to form a module. Effect of the Invention

[0024] According to the integrated thermal management system of the vehicle of the present invention, the electronic drive unit, the high voltage battery, and effective air conditioning of the interior space can be controlled independently, and the integrated thermal management can increase the overall energy efficiency of the vehicle. [Brief description of the drawings]

[0025] [Figure 1] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Diagram 3] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 4] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Diagram 5] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 6] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 7] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 8] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 9] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 10] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 11] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 12] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 13] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 14] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 15] FIG. 2 is a diagram illustrating the operation of a vehicle integrated thermal management system according to an embodiment of the present invention. [Figure 16] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 17] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 18] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 19] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 20] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 21] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 22]5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 23] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 24] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Diagram 25] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 26] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 27] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 28] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Figure 29] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Diagram 30] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Diagram 31] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Diagram 32] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. [Diagram 33] 5 is a diagram illustrating the operation of a vehicle integrated thermal management system according to another embodiment of the present invention. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] 1 to 15 are diagrams showing the operation of a vehicle integrated thermal management system according to one embodiment of the present invention in different modes, and FIGS. 16 to 33 are diagrams showing the operation of a vehicle integrated thermal management system according to another embodiment of the present invention in different modes.

[0027] First, FIGS. 1 to 15 are diagrams showing the operation of a vehicle integrated thermal management system according to one embodiment of the present invention in different modes, which corresponds to a case where the principle of a heat pump is not used.

[0028] The vehicle integrated thermal management system according to the present invention is applicable to vehicles driven by a battery and a motor, such as an electric vehicle or a fuel cell vehicle. The integrated thermal management system according to the present invention can cool an electronic drive unit including a motor, an inverter, a converter, etc., and can cool and heat a high-voltage battery and an interior air conditioner.

[0029] Specifically, the integrated thermal management system of the present invention includes a first cooling line 10 for circulating coolant between the electronic drive unit 120 and the first radiator 100, a second cooling line 20 for circulating coolant between the high-voltage battery 220 and the second radiator 200, a refrigerant line 30 for allowing the refrigerant to flow through the compressor 330, the internal condenser 340 of the interior air conditioner H, and the exterior condenser 300 outside the vehicle in that order, and for allowing the refrigerant discharged from the exterior condenser 300 to pass through the evaporator 310 or chiller C of the interior air conditioner H before flowing into the compressor 330, and a bypass line 25 branched off from the second cooling line 20 and connected to the chiller C, thereby bypassing the second radiator 200 and allowing the coolant to circulate between the high-voltage battery 220 and the chiller C.

[0030] The first cooling line 10 allows coolant to circulate between the electronic driver 120 and the first radiator 100. The electronic driver 120 is relatively stable even under high temperature conditions, so the necessary cooling can be realized by circulating coolant alone. The second cooling line 20 allows coolant to circulate between the high voltage battery 220 and the second radiator 200. When the high voltage battery 220 requires cooling under mild conditions, it is first cooled by the coolant in this manner. Meanwhile, a bypass line 25 may be branched off from the second cooling line 20 and connected to the chiller C, so that coolant can be circulated between the high voltage battery 220 and the chiller C, bypassing the second radiator 200.

[0031] For the circulation of the cooling lines, a first pump 110 may be provided in the first cooling line 10, and a second pump 210 may be provided in the second cooling line 20. A three-way valve V1 may be provided at a branch point of the second cooling line 20 and the bypass line 25, and the second pump 210 may be provided between the three-way valve V1 and the high-voltage battery 220. Depending on the operation of the three-way valve V1, the cooling water may be circulated between the high-voltage battery 220 and the second radiator 200, or between the high-voltage battery 220 and the chiller C. When mild cooling is required for the high-voltage battery 220, the cooling is performed by the second radiator 200, and when strong cooling is required, the cooling is performed by the chiller C.

[0032] The first pump 110, the second pump 210, the three-way valve V1, and the chiller C may be combined to form a module. The first cooling line 10 and the second cooling line 20 are connected together to an integrated reservoir R to mix some of the cooling water, and the integrated reservoir R may be combined with the first pump 110, the second pump 210, the three-way valve V1, and the chiller C to form a module. In the case of the integrated reservoir R, the cooling water for the electronic driver 120 and the cooling water for the high-voltage battery 220 have different temperatures, so they need to be separated and stored inside by a partition or the like. However, they may be partially mixed in the case of refilling the cooling water or other cases. The second cooling line 20 is provided with a water heater 230 downstream of the high-voltage battery 220, and the water heater 230 is operated when high heating of the high-voltage battery 220 is required.

[0033] The first radiator 100 and the second radiator 200 may be combined with each other to form an integrated unit. That is, each radiator may have separate independent flow paths and may be fastened together with a heat insulating material to prevent heat exchange between them. This allows for a more compact layout.

[0034] Meanwhile, the refrigerant line 30 allows the refrigerant to flow in the order of the compressor 330, the internal condenser 340 of the indoor air conditioner H, and the outdoor condenser 300 outside the vehicle. The refrigerant discharged from the outdoor condenser 300 passes through the evaporator 310 or the chiller C of the indoor air conditioner H selectively or simultaneously, and then merges and flows into the compressor 330 through the accumulator 320.

[0035] A first expansion valve X1 may be provided at the refrigerant inlet of the chiller C, and a second expansion valve X2 may be provided at the refrigerant inlet of the evaporator 310, thereby enabling the expansion and evaporation of the refrigerant, respectively.

[0036] Meanwhile, in the interior air conditioner H, the air that has passed through the internal condenser 340 can pass through the electric heater H10, thereby enabling independent heating of the vehicle interior.

[0037] 1 to 15 are diagrams illustrating the operation of the vehicle integrated thermal management system according to an embodiment of the present invention in different modes. Fig. 1 illustrates a case where the electronic driving unit 120 is cooled by the first radiator 100. Fig. 2 illustrates a case where the electronic driving unit 120 is cooled by the first radiator 100 and the high voltage battery 220 is cooled by the second radiator 200.

[0038] 3 shows a case where the electronic driver 120 is cooled and the high voltage battery 220 is cooled by a chiller C. In this case, the blower of the indoor air conditioner H is not operated so that the waste heat of the internal condenser 340 does not flow into the room.

[0039] 4 shows a case where the electronic driver 120 is cooled and at the same time the room is cooled by the evaporator 310. In this case, the blower of the room air conditioner H is driven, but the internal temperature control door prevents air from passing through the internal condenser 340, so that only cold air flows into the room. Alternatively, it may be possible to mix the temperatures and discharge them using the temperature control door. In this case, the first expansion valve X1 is closed so that the refrigerant flows only into the evaporator 310.

[0040] Fig. 5 shows a case where the high voltage battery 220 is additionally cooled in the case of Fig. 4. And Fig. 6 shows a case where the high voltage battery 220 is cooled more strongly by a chiller C. In this case, expansion is performed by both the first expansion valve X1 and the second expansion valve X2.

[0041] 7 shows a case where the high-voltage battery 220 is cooled by cooling water, and FIG. 8 shows a case where the high-voltage battery 220 is more strongly cooled by a chiller C. In this case, the second expansion valve X2 is closed to prevent the refrigerant from flowing into the evaporator 310.

[0042] Fig. 9 shows a case where only the interior is cooled by the evaporator 310, and similarly, air is prevented from passing through the internal condenser 340. Fig. 10 shows a case where the high-voltage battery 220 is simultaneously cooled by cooling water in the state of Fig. 9, and Fig. 11 shows a case where both the interior and the high-voltage battery 220 are cooled by refrigerant.

[0043] FIG. 12 shows a case where the high voltage battery 220 is heated by the water heater 230, and when indoors, heating can be performed separately by the electric heater H10.

[0044] FIG. 13 shows the dehumidification mode, in which the refrigerant passes through both the evaporator 310 and the internal condenser 340, and the absolute humidity of the air is reduced as the air passes through the evaporator 310, and the relative humidity is reduced as the air passes through the internal condenser 340 by being heated. The dried air is then discharged into the room, thereby enabling dehumidification of the room.

[0045] On the other hand, basically, this embodiment is a system that does not use a heat pump, but in some cases, when the high voltage battery 220 is quickly charged as shown in Fig. 14, it may be possible to temporarily heat the room by using the high heat through the internal condenser 340. In this case, it may also be possible to simultaneously realize dehumidification as shown in Fig. 15.

[0046] 16 to 33 are diagrams showing the operation of the vehicle integrated thermal management system according to another embodiment of the present invention in different modes, in which a circuit using the principle of a heat pump is shown.

[0047] In this embodiment, an auxiliary line 32 that bypasses the outdoor condenser 300 may be connected to the refrigerant line 30. This can prevent the outdoor condenser 300 from being excessively cooled and frosting when the heat pump mode is used. Therefore, when the outdoor condenser 300 frosts in the heat pump mode, the refrigerant in the refrigerant line 30 can bypass the outdoor condenser 300 through the auxiliary line 32 and flow to the chiller C.

[0048] In addition, a dehumidification line 34 may be connected to the refrigerant line 30, through which the refrigerant flowing through the internal condenser 340 branches off and bypasses the outdoor condenser 300 to flow into the evaporator 310. A third expansion valve X3 is provided in the refrigerant line 30 at an upstream point of the branch point of the dehumidification line 34. Therefore, in the dehumidification mode, the refrigerant expanded by the third expansion valve X3 is supplied to the chiller C and is simultaneously supplied to the evaporator 310 through the dehumidification line 34, and the refrigerant passing through the chiller C and the evaporator 310 is merged and supplied to the compressor 330 and the internal condenser 340.

[0049] 16 shows a case where the electronic driver 120 is cooled by the first cooling line 10. In this case, the second valve V2 is controlled so that the cooling water flows through the electronic driver 120 instead of through the chiller C. FIG 17 shows a case where the electronic driver 120 is cooled by the first radiator 100 and the high voltage battery 220 is cooled by the second radiator 200.

[0050] 18 shows a case where the electronic driver 120 is cooled and the high voltage battery 220 is cooled by the chiller C. In this case, the blower of the indoor air conditioner H is not operated to prevent waste heat from the internal condenser 340 from flowing into the room. The second expansion valve X2 is closed so that the refrigerant flows only to the chiller C. Also, the third expansion valve X3 is fully opened so that no expansion action occurs, and expansion occurs only in the first expansion valve X1, and the refrigerant evaporates in the chiller C.

[0051] 19 shows a case where the electronic driver 120 is cooled and at the same time the room is cooled by the evaporator 310. In this case, the blower of the room air conditioner H is driven, but the internal temperature control door prevents air from passing through the internal condenser 340, so that only cold air flows into the room. Alternatively, it may be possible to mix the temperatures and discharge them using the temperature control door. In this case, the first expansion valve X1 is closed so that the refrigerant flows only into the evaporator 310.

[0052] Figure 20 shows a case where the high voltage battery 220 is additionally cooled in the case of Figure 19. And Figure 21 shows a case where the high voltage battery 220 is cooled more strongly by a chiller C. In this case, expansion occurs in both the first expansion valve X1 and the second expansion valve X2.

[0053] 22 shows a case where the high-voltage battery 220 is cooled by cooling water, and FIG. 23 shows a case where the high-voltage battery 220 is more strongly cooled by a chiller C. In this case, the second expansion valve X2 is closed to prevent the refrigerant from flowing into the evaporator 310.

[0054] Fig. 24 shows a case where only the interior of the vehicle is cooled by the evaporator 310, and similarly, air is prevented from passing through the internal condenser 340. Fig. 25 shows a case where the high-voltage battery 220 is simultaneously cooled with coolant in the state of Fig. 24, and Fig. 26 shows a case where both the interior of the vehicle and the high-voltage battery 220 are cooled with refrigerant.

[0055] FIG 27 shows a case where outdoor heat is absorbed by the outdoor condenser 300, and the indoor space is heated by the internal condenser 340 by applying this to the principle of a heat pump. FIG 28 shows a case where waste heat from the high voltage battery 220 is also absorbed by the chiller C to heat the indoor space more strongly. FIG 29 shows a case where waste heat from the outdoor space and the electronic driver 120 is all utilized to heat the indoor space. FIG 30 shows a case where waste heat from the outdoor space, the high voltage battery 220, and the electronic driver 120 is all utilized to heat the indoor space. In this way, when using the outdoor condenser 300 to heat the room by driving the heat pump, heat absorption is required in the outdoor condenser 300, so the refrigerant is expanded in the third expansion valve X3.

[0056] Meanwhile, in such a case, if frost occurs due to excessive evaporation of the refrigerant in the outdoor condenser 300, the third valve V3 is controlled for a while as shown in Fig. 31 to bypass the outdoor condenser 300 through the auxiliary line 32, thereby inducing the ice frozen on the surface of the outdoor condenser 300 by the outside air to melt naturally. When the frost is completed, the refrigerant passes through the outdoor condenser 300 again to enable the use of the heat pump by the outside air. Additionally, if the auxiliary line 32 is not provided, when frost occurs, the refrigerant has no choice but to pass through the outdoor condenser 300. In this case, it may be possible to open the third expansion valve X3 to prevent expansion, and instead have the first expansion valve X1 expand.

[0057] Fig. 32 shows a case where dehumidification is performed using both the evaporator 310 and the internal condenser 340. In this case, the internal condenser 340 is heated by the operation of a heat pump that utilizes the heat absorption of the outdoor condenser 300. In this case, the amount of refrigerant flowing to the evaporator and the outdoor condenser 300 can be distributed by controlling the fourth valve V4, the second expansion valve X2, or the third valve V3. Similarly, when frost occurs, the frost is removed by controlling as shown in Fig. 33 for a while, and then dehumidification can be performed again as shown in Fig. 32.

[0058] According to the integrated thermal management system of the vehicle of the present invention, the electronic drive unit, the high voltage battery, and effective air conditioning of the interior space can be controlled independently, and the integrated thermal management can increase the overall energy efficiency of the vehicle.

[0059] While particular embodiments of the present invention have been illustrated and described, it will be apparent to those skilled in the art that various modifications and variations of the present invention can be made without departing from the spirit and scope of the present invention as defined by the following claims. [Explanation of symbols]

[0060] 10 First cooling line 20 Second Cooling Line 30 Refrigerant Line 100 1st radiator 200 2nd radiator 300 Outdoor condenser

Claims

1. a first cooling line for circulating coolant between the electronic drive unit and the first radiator; a second cooling line for circulating coolant between the high voltage battery and the second radiator; a refrigerant line that allows the refrigerant to flow in the order of the compressor, the internal condenser of the interior air conditioner, and the exterior condenser outside the vehicle, and allows the refrigerant discharged from the exterior condenser to pass through an evaporator or chiller of the interior air conditioner before flowing into the compressor; a bypass line branched from the second cooling line and connected to the chiller, thereby bypassing the second radiator and allowing the coolant to circulate between the high voltage battery and the chiller; A dehumidification line is connected to the refrigerant line, which branches the refrigerant that has flowed through the internal condenser and bypasses the outdoor condenser to flow into the evaporator. A third expansion valve is provided in the refrigerant line upstream of the branch point of the dehumidification line, and in the dehumidification mode, the refrigerant expanded by the third expansion valve is supplied to the chiller and at the same time to the evaporator through the dehumidification line, and the refrigerant that has passed through the chiller and evaporator is joined together and supplied to the compressor and internal condenser; this is an integrated thermal management system for a vehicle.

2. 2. The vehicle integrated thermal management system according to claim 1, wherein the refrigerant inlet of the chiller is provided with a first expansion valve, and the refrigerant inlet of the evaporator is provided with a second expansion valve.

3. 2. The integrated thermal management system of claim 1, wherein the second cooling line is provided with a water heater downstream of the high voltage battery.

4. 2. The vehicle integrated thermal management system of claim 1, wherein the first cooling line and the second cooling line are connected together to an integrated reservoir, whereby a portion of the cooling water is mixed.

5. 2. The integrated thermal management system of claim 1, wherein the first radiator and the second radiator are coupled to each other to form an integral structure.

6. 2. The vehicle integrated thermal management system according to claim 1, wherein in the interior air conditioning system, the air passing through the interior condenser passes through an electric heater.

7. 2. The integrated thermal management system of claim 1, wherein the refrigerant line is connected to an auxiliary line that bypasses the exterior condenser.

8. 8. The vehicle integrated thermal management system according to claim 7, wherein when the exterior condenser is frosted in the heat pump mode, the refrigerant in the refrigerant line bypasses the exterior condenser through the auxiliary line and flows to the chiller.

9. 2. The vehicle integrated thermal management system according to claim 1, wherein the refrigerant line is connected to an auxiliary line in which the refrigerant flowing through the internal condenser is branched off to bypass the exterior condenser and connected to an evaporator or a chiller, and a dehumidification line in which the refrigerant bypasses the exterior condenser and flows into the evaporator.

10. 2. The integrated thermal management system of claim 1, wherein the first cooling line is provided with a first pump, and the second cooling line is provided with a second pump.

11. 11. The integrated thermal management system of claim 10, wherein a three-way valve is provided at a branch point of the second cooling line and the bypass line, and the second pump is provided between the three-way valve and the high voltage battery.

12. The integrated thermal management system for a vehicle according to claim 11, wherein the first pump, the second pump, the three-way valve and the chiller are coupled together to form a module.

13. 12. The vehicle integrated thermal management system according to claim 11, wherein the first cooling line and the second cooling line are connected together to an integrated reservoir to mix a portion of the cooling water, and the integrated reservoir is combined with the first pump, the second pump, the three-way valve and the chiller to form a module.

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