Vehicle heat management system

Abstract

Disclosed is a vehicle heat management system capable of performing all functions of an integrated heat management system for an electric vehicle, while enabling a reduction in size of an air conditioning device package and reducing manufacturing costs by using only two refrigerant valves. The vehicle heat management system comprises: a compressor that compresses and discharges refrigerant; an indoor heat exchanger that is provided inside an air conditioning case and heats air by exchanging heat with air discharged to the inside of a vehicle; an outdoor heat exchanger that is provided outside the air conditioning case and exchanges heat with outside air; an expansion valve that expands the refrigerant; an evaporator that is provided inside the air conditioning case and upstream of the indoor heat exchanger in an air flow direction and exchanges heat with the air discharged to the inside of the vehicle to cool the air; a chiller that exchanges heat between the refrigerant and cooling water, wherein a direction switching valve is provided that controls the flow of refrigerant that has passed through the indoor heat exchanger to flow to the outdoor heat exchanger or the evaporator, and the expansion valve includes a three-way valve and is configured such that two communication ports among three communication ports are switchable between an inlet and an outlet for the refrigerant, thereby enabling bidirectional expansion of the refrigerant.

Description

Thermal management system for vehicles

[0001] The present invention relates to a thermal management system for a vehicle, and more particularly, to a thermal management system for a vehicle installed in an electric vehicle or the like to perform air conditioning of the vehicle interior and integrated thermal management of a battery and electrical components.

[0002] Typically, a vehicle air conditioning system comprises a cooling system for cooling the vehicle's interior and a heating system for heating the interior. The cooling system is configured to cool the vehicle's interior by exchanging heat between refrigerant flowing through an evaporator and air passing through the evaporator. Furthermore, the heating system is configured to heat the vehicle's interior by exchanging heat between coolant flowing through a heater core and air passing through the heater core.

[0003] Recently, battery-powered vehicles, such as electric vehicles, have adopted vehicle heat pump systems that utilize a chiller that exchanges heat between coolant and refrigerant to cool the battery and the waste heat from the electrical components. Ultimately, heat pump performance is enhanced by recovering the air heat source through the outdoor unit and the waste heat from the electrical components and battery through the water-refrigerant heat exchanger (chiller).

[0004] Referring to Fig. 1, a conventional vehicle thermal management system (10) has a refrigerant circulation line (12). The refrigerant circulation line (12) has a compressor (12a), a high-pressure side indoor heat exchanger (12b), an expansion valve (12c) for a heat pump, a water-cooled heat exchanger (12d), a three-way valve (12e), an outdoor heat exchanger (12f), an expansion valve (12g) for an air conditioner, and a low-pressure side indoor heat exchanger (12h). The refrigerant circulation line (12) further has an expansion valve (14) for battery cooling and a chiller (16).

[0005] In cooling mode, the expansion valve (12c) for the heat pump is fully opened and the three-way valve (12e) is controlled toward the outdoor heat exchanger (12f). In heating mode, the expansion valve (12c) for the heat pump is turned ON to perform depressurization and expansion of the refrigerant and the three-way valve (12e) is controlled toward the compressor (12a). In addition, the refrigerant circulation line (12) is provided with a bypass line (18) and an on-off valve (19) that connect the outlet side of the expansion valve (12c) for the heat pump and the inlet side of the low-pressure indoor heat exchanger (12h).

[0006] Conventional vehicle thermal management systems require multiple refrigerant valves to manage the cooling, heating, dehumidification, battery, and electrical components of the vehicle interior. Implementing the aforementioned conventional thermal management system requires at least five refrigerant valves. This increases the overall system cost and increases the difficulty of system control.

[0007] In order to solve such conventional problems, the present invention provides a vehicle thermal management system that can perform all functions of an integrated thermal management system of an electric vehicle while reducing the package of an air conditioning unit and reducing manufacturing costs by using only two refrigerant valves.

[0008] A vehicle thermal management system according to the present invention comprises: a compressor for compressing and discharging a refrigerant; an indoor heat exchanger provided inside an air conditioning case for exchanging heat with air discharged into a vehicle interior to heat the air; an outdoor heat exchanger provided outside the air conditioning case for exchanging heat with outside air; an expansion valve for expanding the refrigerant; an evaporator provided upstream of the indoor heat exchanger in the direction of air flow inside the air conditioning case for exchanging heat with air discharged into the vehicle interior to cool the air; and a chiller for exchanging heat with coolant and cooling water, and comprising a direction changing valve for controlling the flow of the refrigerant passing through the indoor heat exchanger so that it flows to the outdoor heat exchanger or the evaporator.

[0009] The above expansion valve includes a plurality of communication ports, and is configured so that refrigerant can flow into any one of the plurality of communication ports depending on the mode, and can expand through all of the communication ports facing different directions among the remaining communication ports.

[0010] The above expansion valve selectively expands and sends the refrigerant that has passed through the outdoor heat exchanger to the evaporator or chiller, or selectively expands and sends the refrigerant that has passed through the evaporator to the outdoor heat exchanger or chiller.

[0011] The above expansion valve has a first communication port connected to the outdoor heat exchanger, a second communication port connected to the chiller, and a third communication port connected to the evaporator, and depending on the mode, refrigerant is introduced into the first communication port or the third communication port, and the expanded refrigerant is discharged selectively or simultaneously through the remaining communication ports.

[0012] The refrigerant flowing into the first flue port through the above outdoor heat exchanger may flow through the double pipe before flowing into the first flue port.

[0013] The above directional valve is composed of a four-way valve connected to the refrigerant line between the evaporator, indoor heat exchanger, outdoor heat exchanger, chiller and compressor.

[0014] A chiller refrigerant line is provided that branches from the refrigerant line between the outdoor heat exchanger and the evaporator and is connected to the chiller, and the expansion valve is provided at a branch point of the chiller refrigerant line.

[0015] In heating mode, the refrigerant first passes through the indoor heat exchanger and then passes through the evaporator, so that the air blown into the vehicle interior is heated through primary heat exchange with the evaporator and then through secondary heat exchange with the indoor heat exchanger.

[0016] In cooling mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve to the outdoor heat exchanger, expands in the expansion valve, passes through the evaporator, and circulates through the compressor. In this case, the second communication port of the expansion valve is closed.

[0017] In cooling and battery cooling modes, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve to the outdoor heat exchanger, and is expanded in the expansion valve. Some of the refrigerant passes through the evaporator and circulates through the compressor, and some of the refrigerant passes through the chiller refrigerant line and circulates through the compressor. In this case, the expanded refrigerant is discharged through the second and third communication ports of the expansion valve.

[0018] In battery cooling mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve to the outdoor heat exchanger, expands in the expansion valve, passes through the chiller, and circulates through the compressor. In this case, the third communication port of the expansion valve is closed.

[0019] In the first heating mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the evaporator through the directional valve, and is expanded in the expansion valve. Some of the refrigerant passes through the outdoor heat exchanger and circulates through the compressor, and the other part passes through the chiller through the chiller refrigerant line and circulates through the compressor. In this case, the expanded refrigerant is discharged through both the first and second communication ports of the expansion valve.

[0020] In the second heating mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the evaporator via the directional change valve, is expanded in the expansion valve, passes through the outdoor heat exchanger, and circulates through the compressor. In this case, the second communication port of the expansion valve is closed.

[0021] In the third heating mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the evaporator through the directional change valve, expands in the expansion valve, passes through the chiller through the chiller refrigerant line, and circulates through the compressor. In this case, the first communication port of the expansion valve is closed.

[0022] In the first dehumidifying heating mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional change valve to the outdoor heat exchanger, expands in the expansion valve, passes through the evaporator, and circulates through the compressor. In this case, the second communication port of the expansion valve is closed.

[0023] In the second dehumidifying heating mode, the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve to the outdoor heat exchanger, and is expanded in the expansion valve. Some of the refrigerant passes through the evaporator and circulates through the compressor, and the other part passes through the chiller through the chiller refrigerant line and circulates through the compressor. In this case, the expanded refrigerant is discharged through both the second and third communication ports of the expansion valve.

[0024] The vehicle thermal management system according to the present invention can implement various air conditioning modes with a simple configuration by optimizing the positions of one directional valve (4-way valve) and one expansion valve (3-way valve) and configuring the expansion valve to selectively enable bidirectional expansion.

[0025] This allows for a smaller overall air conditioning package. Furthermore, by configuring only two refrigerant valves (one directional valve and one expansion valve), the system can simultaneously implement various air conditioning modes—cooling, heating, dehumidification, and battery cooling—as well as the integrated thermal management system of an electric vehicle, significantly reducing manufacturing costs and enhancing price competitiveness.

[0026] Additionally, heating performance can be improved because the air is first heated through the evaporator and then heated again through the indoor heat exchanger. Because the refrigerant passing through the indoor heat exchanger is at a higher temperature than the evaporator, the air ultimately exchanges heat with the indoor heat exchanger, maximizing the heating effect. Furthermore, during heating mode, the condensed refrigerant is stored in the evaporator, reducing the system's accumulator size.

[0027] Figure 1 illustrates a conventional vehicle heat pump system.

[0028] FIG. 2 illustrates a vehicle thermal management system according to one embodiment of the present invention.

[0029] FIG. 3 illustrates a direction change valve of a vehicle thermal management system according to one embodiment of the present invention.

[0030] FIG. 4 illustrates an expansion valve of a vehicle thermal management system according to one embodiment of the present invention.

[0031] FIG. 5 is a drawing for explaining the operation mode of an expansion valve according to one embodiment of the present invention.

[0032] FIG. 6 illustrates a cooling mode of a vehicle thermal management system according to one embodiment of the present invention.

[0033] FIG. 7 illustrates the cooling and battery cooling modes of a vehicle thermal management system according to one embodiment of the present invention.

[0034] FIG. 8 illustrates a battery cooling mode of a vehicle thermal management system according to an embodiment of the present invention.

[0035] FIG. 9 illustrates a first heating mode of a vehicle thermal management system according to an embodiment of the present invention.

[0036] FIG. 10 illustrates a second heating mode of a vehicle thermal management system according to an embodiment of the present invention.

[0037] FIG. 11 illustrates a third heating mode of a vehicle thermal management system according to an embodiment of the present invention.

[0038] FIG. 12 illustrates a first dehumidifying heating mode of a vehicle thermal management system according to an embodiment of the present invention.

[0039] FIG. 13 illustrates a second dehumidifying heating mode of a vehicle thermal management system according to an embodiment of the present invention.

[0040] The technical configuration of a vehicle thermal management system is described in detail according to the attached drawings as follows.

[0041] Referring to FIGS. 2 to 5, a vehicle thermal management system according to one embodiment of the present invention comprises a compressor (101) connected to a refrigerant line (191), an indoor heat exchanger (121), an outdoor heat exchanger (102), an expansion valve (200), an evaporator (129), and a chiller (104).

[0042] In addition, a blower is provided on one side of the air conditioning case (120) to suck in internal or external air and discharge it into the vehicle interior. An evaporator (129) and an indoor heat exchanger (121) are sequentially provided in the air flow direction in the internal air passage of the air conditioning case (120). An electric heater (123) is provided downstream of the indoor heat exchanger (121) in the air flow direction inside the air conditioning case (120).

[0043] The electric heater (123) generates heat according to the application of power, and may be formed of a PTC heater, etc. The electric heater (123) functions as an auxiliary heat source, and is formed of a dual PTC so that it can be operated individually in the air passages partitioned on the left and right of the air conditioning case (120). A temp door (122) is provided between the evaporator (129) and the indoor heat exchanger (121) to control the discharge temperature of the air by controlling the amount of cold air and hot air.

[0044] The compressor (101) sucks in refrigerant, compresses it, and then discharges it as a high-temperature, high-pressure gas. The outdoor heat exchanger (102) is provided outside the air conditioning case (120) to exchange heat with the outside air, and can be installed in the front of the vehicle, etc. The indoor heat exchanger (121) is provided inside the air conditioning case (120) to exchange heat with the air discharged into the vehicle interior.

[0045] An accumulator (105) is provided upstream of the compressor (101) in the direction of refrigerant flow to separate the vapor and liquid of the refrigerant passing therethrough. In addition, a double pipe (103) is formed in the refrigerant pipe connecting the accumulator (105) and the compressor (101). The double pipe (103) exchanges heat between the refrigerant in the refrigerant line (191) connecting the outdoor heat exchanger (102) and the expansion valve (200) and the refrigerant in the refrigerant line (191) connecting the accumulator (105) and the compressor (101).

[0046] The indoor heat exchanger (121) functions as a heating heat exchanger that heats the air. The expansion valve (200) expands the refrigerant. The evaporator (129) is provided upstream of the indoor heat exchanger (121) in the direction of air flow inside the air conditioning case (120). The evaporator (129) cools the air by exchanging heat with the air discharged into the vehicle interior. In other words, the evaporator (129) functions as a cooling heat exchanger that cools the air. The chiller (104) is a refrigerant-coolant heat exchanger that exchanges heat between the refrigerant and the coolant circulating in the vehicle's electrical components or batteries.

[0047] A vehicle thermal management system according to one embodiment of the present invention comprises a chiller refrigerant line (192). In addition, the vehicle thermal management system further comprises a directional change valve (110). The chiller refrigerant line (192) branches from the refrigerant line between the outdoor heat exchanger (102) and the evaporator (129) and is connected to the chiller (104). The vehicle thermal management system according to one embodiment of the present invention controls the flow of refrigerant discharged from the compressor (101) through the directional change valve (110) and the expansion valve (200), thereby performing a series of air conditioning operations such as cooling, heating, dehumidification, and battery cooling of the vehicle interior.

[0048] The directional switching valve (110) controls the flow of the refrigerant discharged from the compressor (101) and passing through the indoor heat exchanger (121) so that it selectively flows to the outdoor heat exchanger (102) or the evaporator (129). The directional switching valve (110) is composed of a 4-way valve. The directional switching valve (110) is connected to the refrigerant lines between the evaporator (129), the indoor heat exchanger (121), the outdoor heat exchanger (102), the chiller (104), and the compressor (101).

[0049] The expansion valve (200) is composed of an electric expansion valve (EXV) and is composed of a 3-way valve. The expansion valve (200) is configured such that two of the three communication ports can change the inlet and outlet of the refrigerant, thereby enabling bidirectional expansion of the refrigerant. That is, the expansion valve (200) includes a plurality of communication ports, and is configured such that the refrigerant flows into one of the plurality of communication ports depending on the mode, and can expand through all of the communication ports in different directions among the remaining communication ports.

[0050] The expansion valve (200) selectively expands and sends the refrigerant that has passed through the outdoor heat exchanger (102) to the evaporator (129) or the chiller (104), or selectively expands and sends the refrigerant that has passed through the evaporator (129) to the outdoor heat exchanger (102) or the chiller (104). The expansion valve (200) is provided at a branch point of the chiller refrigerant line (192).

[0051] The expansion valve (200) performs not only the expansion function of the refrigerant but also the directional function of changing the flow of the refrigerant, and can change the inlet and outlet during the expansion of the refrigerant. That is, the expansion valve (200) has three communication ports that selectively function as the inlet or outlet of the refrigerant depending on the air conditioning mode.

[0052] More specifically, the expansion valve (200) has a first communication port (210), a second communication port (220), and a third communication port (230). The first communication port (210) is connected to the outdoor heat exchanger (102), the second communication port (220) is connected to the chiller (104), and the third communication port (230) is connected to the evaporator (129). Refrigerant may be introduced into the first communication port (210) to expand and send the refrigerant to the second communication port (220) or the third communication port (230), or the refrigerant may be introduced into the third communication port (230) to expand and send the refrigerant to the first communication port (210) or the second communication port (220). That is, the expansion valve (200) introduces refrigerant into the first or third communication port depending on the mode, and the expanded refrigerant is discharged selectively or simultaneously through the remaining communication ports. In addition, the refrigerant introduced into the first communication port through the outdoor heat exchanger (102) is introduced after passing through the double pipe before being introduced into the first communication port.

[0053] In heating mode, the high temperature and high pressure refrigerant discharged from the compressor (101) first passes through the indoor heat exchanger (121) and then passes through the evaporator (129) via the direction changing valve (110). Since the evaporator (129) is positioned upstream of the indoor heat exchanger (121) in the direction of air flow, the air blown into the vehicle interior is heated by first heat exchange with the evaporator (129) and then heated by second heat exchange with the indoor heat exchanger (121).

[0054] In this way, in the vehicle thermal management system according to one embodiment of the present invention, high temperature and high pressure refrigerant flows to the evaporator (129) in addition to the indoor heat exchanger (121) in the heating mode. Therefore, the air is first heated through the evaporator (129) and then heated a second time through the indoor heat exchanger (121), thereby improving heating performance. Since the refrigerant passing through the indoor heat exchanger (121) is at a higher temperature than the refrigerant passing through the evaporator (129), the air can ultimately exchange heat with the indoor heat exchanger (121) to maximize the heating effect. In addition, since the condensed refrigerant is stored in the evaporator (129) in the heating mode, the size of the accumulator (105) of the system can be reduced.

[0055] As illustrated in FIG. 5, the expansion valve (200) is not a 3-way valve that simply changes direction, nor is it a throttle that performs one-way expansion, but is a three-way valve that can expand in multiple directions. That is, the three-way valve according to the present invention can be configured in a state (mode 1) where the second communication port is closed and the refrigerant flows into the first communication port, expands, and then flows into the third communication port, or in a state (mode 2) where the refrigerant flows into the first communication port, expands, and then flows into the second and third communication ports, or in a state (mode 3) where the third communication port is closed and the refrigerant flows into the first communication port, expands, and then flows into the second communication port, or in a state (mode 4) where the first communication port is closed and the refrigerant flows into the third communication port, expands, and then flows into the second communication port. In this way, the expansion inlet and outlet of the expansion valve (200) can be changed and configured to enable two-way expansion.

[0056] Meanwhile, the vehicle thermal management system further comprises a connecting pipe (163). The connecting pipe (163) is formed downstream of the directional valve in the direction of refrigerant flow so that the refrigerant passing through the directional valve (110) can flow to the compressor (101). That is, the refrigerant passing through the directional valve (110) passes through the connecting pipe (163), passes through the accumulator (105), and then flows to the compressor (101).

[0057] A vehicle thermal management system according to one embodiment of the present invention performs air conditioning, such as cooling, heating, dehumidification, and battery cooling, of the vehicle interior using an evaporator (129), an indoor heat exchanger (121), one directional switching valve (110), and one expansion valve (200). That is, by optimizing the positions of one directional switching valve (4-way valve) and one expansion valve (3-way valve) and configuring the expansion valve (200) to selectively enable bidirectional expansion, various air conditioning modes can be implemented with a simple configuration.

[0058] This allows for a smaller overall air conditioning package. Furthermore, by configuring only two refrigerant valves (one directional valve and one expansion valve), the system can simultaneously implement various air conditioning modes—cooling, heating, dehumidification, and battery cooling—as well as the integrated thermal management system of an electric vehicle, significantly reducing manufacturing costs and enhancing price competitiveness.

[0059] Referring to Fig. 6, in cooling mode (Only A / C Mode), the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121), passes through the directional change valve (110), passes through the outdoor heat exchanger (102), exchanges heat with the outdoor air, and then expands in the expansion valve (200). The refrigerant expanded in the expansion valve (200) passes through the evaporator (129), passes through the directional change valve (110), passes through the accumulator (105), and circulates through the compressor (101). The refrigerant passing through the evaporator (129) exchanges heat with the air blown into the vehicle interior to perform cooling.

[0060] In this case, the second communication port (220) of the expansion valve (200) is closed and the refrigerant does not flow to the chiller (104). The refrigerant flowing into the first communication port (210) of the expansion valve (200) expands and flows out through the third communication port (230) to the evaporator (129). The temp door (122) closes the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123).

[0061] Referring to Fig. 7, in the A / C and Battery Cooling Mode, the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121), the directional change valve (110), the outdoor heat exchanger (102), exchanges heat with the outdoor air, and then expands in the expansion valve (200). A portion of the refrigerant expanded in the expansion valve (200) passes through the evaporator (129), the directional change valve (110), the accumulator (105), and circulates through the compressor (101). That is, the refrigerant passing through the directional change valve (110) flows into the connecting pipe (163) and into the accumulator (105). The refrigerant passing through the evaporator (129) exchanges heat with the air blown into the vehicle interior to perform cooling.

[0062] Another portion of the refrigerant expanded in the expansion valve (200) passes through the chiller refrigerant line (192) to the chiller (104) to cool the coolant circulating in the battery, and then passes through the accumulator (105) to circulate the compressor (101). In this case, the expanded refrigerant is discharged through the second communication port (220) and the third communication port (230) of the expansion valve (200). That is, the refrigerant introduced into the first communication port (210) of the expansion valve (200) expands, and some of it flows out through the second communication port (220) to the chiller (104), and another portion flows out through the third communication port (230) to the evaporator (129). The temp door (122) closes the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123).

[0063] As shown in FIGS. 6 and 7, when the refrigerant passing through the evaporator (129) flows to the accumulator (105) through the direction changing valve (110), the upper side and the left side of the direction changing valve (110) in the drawing are indicated in black shading.

[0064] Referring to Fig. 8, in the battery cooling mode (Only Battery Cooling Mode), the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121), the outdoor heat exchanger (102) through the directional valve (110), exchanges heat with the outdoor air, and then is expanded in the expansion valve (200). The refrigerant expanded in the expansion valve (200) passes through the chiller refrigerant line (192) to the chiller (104), cools the cooling water circulating in the battery, and then passes through the accumulator (105) and circulates through the compressor (101). In this case, the third communication port (230) of the expansion valve (200) is closed, and the refrigerant does not flow to the evaporator (129). The temp door (122) closes the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123).

[0065] Referring to Fig. 9, in the first heating mode (outside air and electric field waste heat absorption), the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121) and the evaporator (129) through the direction change valve (110). The refrigerant passing through the indoor heat exchanger (121) and the refrigerant passing through the evaporator (129) exchange heat with the air blown into the vehicle interior, thereby performing heating.

[0066] The refrigerant passing through the evaporator (129) expands in the expansion valve (200), and then some of it circulates through the chiller (104) and the accumulator (105) via the chiller refrigerant line (192) and the compressor (101). Another part of the refrigerant expanded in the expansion valve (200) passes through the outdoor heat exchanger (102), the directional change valve (110), the accumulator (105), and circulates through the compressor (101). The refrigerant absorbs the waste heat of the entire system in the chiller (104) and the outside air in the outdoor heat exchanger (102).

[0067] In this case, the expanded refrigerant is discharged through both the first communication port (210) and the second communication port (220) of the expansion valve (200). That is, the refrigerant flowing into the third communication port (230) of the expansion valve (200) expands, and some of it flows out through the second communication port (220) to the chiller (104), and the other part flows out through the first communication port (210) to the outdoor heat exchanger (102). The temp door (122) opens the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123).

[0068] Referring to Fig. 10, in the second heating mode (outside air heat absorption), the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121) and the evaporator (129) through the direction change valve (110). The refrigerant passing through the indoor heat exchanger (121) and the refrigerant passing through the evaporator (129) exchange heat with the air blown into the vehicle interior, thereby performing heating.

[0069] The refrigerant passing through the evaporator (129) expands in the expansion valve (200), then passes through the outdoor heat exchanger (102), the directional change valve (110), the accumulator (105), and circulates through the compressor (101). The refrigerant absorbs heat from the outside air in the outdoor heat exchanger (102). In this case, the second communication port (220) of the expansion valve (200) is closed, and the refrigerant does not flow to the chiller (104). The temp door (122) opens the warm air passage passing through the indoor heat exchanger (121) and the electric heater (123). This mode can be used in environments such as when the waste heat of the electric system is not sufficient at the beginning of the vehicle startup.

[0070] Referring to Fig. 11, in the third heating mode (waste heat absorption), the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121) and the evaporator (129) through the direction change valve (110). The refrigerant passing through the indoor heat exchanger (121) and the refrigerant passing through the evaporator (129) exchange heat with the air blown into the vehicle interior, thereby performing heating.

[0071] The refrigerant passing through the evaporator (129) expands in the expansion valve (200) and then circulates through the chiller (104) and the accumulator (105) via the chiller refrigerant line (192) and the compressor (101). In this case, the first communication port (210) of the expansion valve (200) is closed and the refrigerant does not flow to the outdoor heat exchanger (102). The temp door (122) opens the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123). This mode can be used in environments where the outdoor temperature is extremely low.

[0072] As shown in FIGS. 9 to 11, when the refrigerant passing through the indoor heat exchanger (121) flows to the evaporator (129) through the direction change valve (110), the upper side and right side of the direction change valve (110) in the drawing are indicated with black shading.

[0073] Referring to Fig. 12, in the first dehumidification and heating mode, the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121), passes through the directional change valve (110), passes through the outdoor heat exchanger (102), exchanges heat with the outdoor air, and then is expanded in the expansion valve (200). The refrigerant expanded in the expansion valve (200) passes through the evaporator (129), passes through the directional change valve (110), passes through the accumulator (105), and circulates through the compressor (101).

[0074] The refrigerant passing through the evaporator (129) exchanges heat with the air blown into the vehicle interior, thereby performing dehumidification. In addition, the refrigerant passing through the indoor heat exchanger (121) exchanges heat with the air blown into the vehicle interior, thereby performing heating. In this case, the second communication port (220) of the expansion valve (200) is closed, and the refrigerant does not flow to the chiller (104). The temp door (122) opens the hot air passage passing through the indoor heat exchanger (121) and the electric heater (123).

[0075] Referring to Fig. 13, in the second dehumidification and heating mode, the high temperature and high pressure refrigerant discharged from the compressor (101) passes through the indoor heat exchanger (121), the directional change valve (110), the outdoor heat exchanger (102), exchanges heat with the outdoor air, and then is expanded in the expansion valve (200). A portion of the refrigerant expanded in the expansion valve (200) passes through the evaporator (129), the directional change valve (110), the accumulator (105), and circulates through the compressor (101).

[0076] Another portion of the refrigerant expanded in the expansion valve (200) passes through the chiller refrigerant line (192) to the chiller (104), cools the coolant circulating in the battery, and then passes through the accumulator (105) to circulate through the compressor (101). The refrigerant passing through the evaporator (129) exchanges heat with the air blown into the vehicle interior to perform dehumidification. In addition, the refrigerant passing through the indoor heat exchanger (121) exchanges heat with the air blown into the vehicle interior to perform heating.

[0077] In this case, the expanded refrigerant is discharged through both the second communication port (220) and the third communication port (230). That is, the refrigerant that has entered the first communication port (210) of the expansion valve (200) expands, and some of it flows out through the second communication port (220) to the chiller (104), and some of it flows out through the third communication port (230) to the evaporator (129). The temp door (122) opens the hot air passage that passes through the indoor heat exchanger (121) and the electric heater (123).

[0078] As shown in FIGS. 12 and 13, when the refrigerant passing through the evaporator (129) flows to the accumulator (105) through the direction changing valve (110), the upper side and the left side of the direction changing valve (110) in the drawing are indicated with black shading.

[0079]

[0080] While the vehicle thermal management system according to the present invention has been described with reference to the embodiments illustrated in the drawings, these are merely exemplary, and anyone skilled in the art will understand that various modifications and equivalent alternative embodiments are possible. Therefore, the true scope of technical protection should be determined by the technical spirit of the appended claims.

Claims

1. A compressor that compresses and discharges refrigerant; An indoor heat exchanger installed inside the air conditioning case that heats the air by exchanging heat with the air discharged into the vehicle interior; An outdoor heat exchanger installed outside the air conditioning case to exchange heat with the outside air; Expansion valve that expands the refrigerant; An evaporator installed upstream of the indoor heat exchanger in the direction of air flow inside the air conditioning case to cool the air by exchanging heat with the air discharged into the vehicle interior; and It is composed of a chiller that exchanges heat between refrigerant and cooling water, A vehicle thermal management system having a directional valve that controls the flow of refrigerant passing through the indoor heat exchanger to an outdoor heat exchanger or evaporator.

2. In paragraph 1, A vehicle thermal management system in which the above expansion valve includes a plurality of communication ports, and refrigerant is introduced into any one of the plurality of communication ports depending on the mode, and is configured to expand through all communication ports facing different directions among the remaining communication ports.

3. In paragraph 2, The above expansion valve, A vehicle thermal management system that selectively expands and sends refrigerant that has passed through an outdoor heat exchanger to an evaporator or a chiller, or selectively expands and sends refrigerant that has passed through an evaporator to an outdoor heat exchanger or a chiller.

4. In paragraph 3, The above expansion valve, A vehicle thermal management system having a first communication port connected to an outdoor heat exchanger, a second communication port connected to a chiller, and a third communication port connected to an evaporator, wherein refrigerant is introduced into the first communication port or the third communication port depending on the mode, and the expanded refrigerant is discharged selectively or simultaneously through the remaining communication ports.

5. In paragraph 4, A vehicle thermal management system characterized in that the refrigerant flowing into the first flue port through the outdoor heat exchanger can be introduced after passing through a double pipe before flowing into the first flue port.

6. In paragraph 4, The above directional valve is a vehicle thermal management system consisting of a four-way valve each connected to a refrigerant line between an evaporator, an indoor heat exchanger, an outdoor heat exchanger, a chiller, and a compressor.

7. In paragraph 6, A chiller refrigerant line is provided that branches from the refrigerant line between the outdoor heat exchanger and the evaporator and is connected to the chiller. A vehicle thermal management system characterized in that the above expansion valve is provided at a branch point of the chiller refrigerant line.

8. In paragraph 7, A vehicle heat management system in which, in heating mode, the refrigerant first passes through the indoor heat exchanger and then passes through the evaporator, so that the air blown into the vehicle interior is heated by first heat exchange with the evaporator and then second heat exchange with the indoor heat exchanger.

9. In paragraph 7, In cooling mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve, passes through the outdoor heat exchanger, is expanded in the expansion valve, passes through the evaporator, and circulates through the compressor, and in this case, the second communication port of the expansion valve is closed.

10. In paragraph 7, In cooling and battery cooling mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the outdoor heat exchanger through the directional valve, and is expanded in the expansion valve, and then some of it passes through the evaporator and circulates through the compressor, and another part passes through the chiller through the chiller refrigerant line and circulates through the compressor, and in this case, all of the expanded refrigerant is discharged through the second and third communication ports of the expansion valve.

11. In paragraph 7, In battery cooling mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve, passes through the outdoor heat exchanger, is expanded in the expansion valve, passes through the chiller, and circulates through the compressor, and in this case, the third communication port of the expansion valve is closed.

12. In paragraph 7, In the first heating mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the evaporator through the directional valve, and is expanded in the expansion valve, and then some of it passes through the outdoor heat exchanger and circulates through the compressor, and another part passes through the chiller through the chiller refrigerant line and circulates through the compressor, and in this case, the expanded refrigerant is discharged through both the first and second communication ports of the expansion valve.

13. In paragraph 7, In the second heating mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the evaporator via the directional change valve, is expanded in the expansion valve, passes through the outdoor heat exchanger, and circulates through the compressor, and in this case, the second communication port of the expansion valve is closed.

14. In paragraph 7, In the third heating mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through an indoor heat exchanger, passes through an evaporator through a directional valve, expands in an expansion valve, passes through a chiller through a chiller refrigerant line, and circulates through a compressor, and in this case, the first communication port of the expansion valve is closed.

15. In paragraph 7, In the first dehumidifying heating mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the directional valve, passes through the outdoor heat exchanger, is expanded in the expansion valve, passes through the evaporator, and circulates through the compressor, and in this case, the second communication port of the expansion valve is closed.

16. In paragraph 7, In the second dehumidifying heating mode, A vehicle thermal management system characterized in that the refrigerant discharged from the compressor passes through the indoor heat exchanger, passes through the outdoor heat exchanger through the directional valve, and is expanded in the expansion valve, and then some of it passes through the evaporator and circulates through the compressor, and another part passes through the chiller through the chiller refrigerant line and circulates through the compressor, and in this case, all of the expanded refrigerant is discharged through the second and third communication ports of the expansion valve.

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