KR102830843B1 - Automotive air conditioning system - Google Patents

Abstract

The present invention comprises: a compressor which compresses introduced refrigerant and discharges it as a high-temperature, high-pressure gaseous state; an indoor condenser which is connected to the compressor through a first flow path, into which the high-temperature refrigerant discharged from the compressor is introduced and which heats the interior of the room in a heating mode by heat-exchanging the introduced refrigerant with air flowing inside an air-conditioning case; a water-cooled condenser which is connected to the indoor condenser through a first branch flow path branched from a second flow path and a third flow path connected to the second flow path, and which selectively introduces refrigerant discharged from the indoor condenser through the first branch flow path and the third flow path and condenses the refrigerant through heat exchange with cooling water; an outdoor condenser which is connected to the water-cooled condenser through the third flow path connected to the second flow path, and which introduces refrigerant discharged from the water-cooled condenser and condenses the refrigerant through heat exchange with outside air; An evaporator connected to the outdoor condenser through a fourth path, which introduces refrigerant discharged from the outdoor condenser, vaporizes the refrigerant, and cools the interior of the vehicle through heat exchange with air supplied to the interior of the vehicle through the air conditioning case; An accumulator which is arranged adjacent to the compressor and connected to the evaporator through a fifth path, which temporarily stores the refrigerant supplied to the evaporator, separates the introduced refrigerant into liquid refrigerant and gaseous refrigerant, and supplies the gaseous refrigerant to the compressor; A first electronic expansion valve which is provided at a rear end where the first branch path branches off from the second path, and which depressurizes the refrigerant that has passed through the indoor condenser in the heating mode and closes the valve to supply refrigerant to the water-cooled condenser through the first branch path in the cooling mode; A battery chiller which is provided on a first bypass line which branches off from the fourth path and is connected to the fifth path; A first coolant line connecting a first radiator of a radiator unit adjacent to the outdoor condenser and the water-cooled condenser to circulate coolant; A second coolant line including a second-first coolant line and a second-second coolant line connecting a second radiator of the radiator unit and the water-cooled condenser and the battery chiller and the battery of the vehicle to circulate coolant; A second electronic expansion valve provided on the first bypass line adjacent to the battery chiller and depressurizing refrigerant that has passed through the outdoor condenser in the cooling battery cooperation mode; A temperature sensor provided at a front end of the outdoor condenser on the third flow path and measuring a temperature of refrigerant supplied from the water-cooled condenser to the outdoor condenser in the heating mode and the heating dehumidification mode; And the present invention provides a vehicle heating and cooling system, characterized in that the system includes an on-off valve part which is provided at a point where the second branch line branches from the first branch line to be connected to the accumulator in the heating mode, on a second bypass line branched from the third branch line and connected to the fourth branch line, and provided at a rear end where the second bypass line branches from the third branch line. The on-off valve part uses a 2-way valve and a 3-way valve, and the second electronic expansion valve uses a ball-type valve.
Accordingly, the flow direction of the refrigerant passing through the water-cooled condenser can be changed in the cooling and heating modes by using the 2-way valve and 3-way valve provided on the multiple flow paths and bypass lines, thereby enabling the optimal refrigerant inlet and outlet changes for each mode, and the degree of freedom in the refrigerant inlet and outlet positions can be increased to maximize the heat exchanger effects of different properties in cooling and heating using the same water-cooled condenser.

Description

Automotive air conditioning system

The present invention relates to a vehicle cooling and heating system, and more specifically, to a vehicle cooling and heating system that performs cooling and heating of a vehicle by using a refrigerant that exchanges heat with cooling water in a water-cooled condenser.

In general, electric vehicles cool electrical components such as the drive motor for driving the vehicle, high-voltage junction box (HV J/BOX), motor control unit (MCU: Motor Control Unit) including inverter, power conversion unit (LDC: Low Voltage DC/DC Converter), and other various controllers and high-voltage components to prevent overheating and maintain durability. Water cooling using coolant is usually applied.

In this type of water cooling, the heat of the coolant circulating through each electrical component is released through a radiator (hereinafter referred to as the electrical radiator). The electrical radiator of an electric vehicle releases the heat of the coolant through air cooling, just like the engine radiator used in a general engine (internal combustion engine) vehicle.

In the case of electric vehicles, since the electrical components instead of the engine need to be cooled by water cooling, a full-length radiator is installed instead of the existing engine radiator, and the outside air or driving wind sucked in by the cooling fan is passed through the full-length radiator to release the heat of the coolant.

Typically, the cooling system of an electric vehicle consists of a coolant line passing through the electrical components (VSD100, MCU, LDC, HV J/BOX, Motor), an air-cooled radiator to release the heat of the coolant, a coolant pump, a cooling fan, etc., and the electrical radiator is placed behind the air conditioner condenser.

The condenser and the electric radiator for the air conditioner are arranged front to back and commonly use an air-cooled method that is cooled by the intake air of the cooling fan or the driving wind, but the condenser, together with the expansion valve, evaporator, and compressor, forms an independent refrigeration system and releases the heat of the refrigerant in an air-cooled manner, while the electric radiator cools the coolant that has been heat-exchanged from various high-voltage electric components.

However, the biggest problem with conventional cooling modules such as full-length radiators and condensers is that there is a limit to the limited installation space, even if the thickness of the full-length radiator is increased, considering the lack of heat dissipation performance and capacity of the full-length radiator for cooling the full-length components.

When increasing the thickness of the full-length radiator, the thickness of the condenser must be reduced in a limited installation space, so not only is the cooling performance of the vehicle disadvantageous due to the reduction of the condenser, but when maintaining the thickness of the condenser, the thickness of the entire cooling module increases due to the increase in the thickness of the full-length radiator, making it difficult to secure the installation space.

And since the condenser is placed in front of the electric radiator, the resistance of the outside air flowing in from the front of the vehicle, i.e. the ventilation resistance, increases in the electric radiator, which causes a decrease in the cooling performance of the electric components.

For conventional technology, refer to Patent Publication No. 10-2012-0059730 (June 11, 2012).

In the past, there was a problem in that the system that simultaneously performed the functions of a condenser and an evaporator using the same heat exchanger (water-cooled condenser) could not configure the optimal refrigerant path to achieve maximum cooling and heating performance.

To achieve optimal performance, the general refrigerant inlet and outlet positions of the condenser and evaporator should be in opposite directions. However, in the currently applied system, the same refrigerant path must be used, making it difficult to optimize cooling and heating simultaneously.

The present invention has been created to solve the above problems, and the purpose of the present invention is to provide a vehicle heating and cooling system which enables the flow direction of refrigerant passing through a water-cooled condenser which functions as a heat exchanger in cooling and heating modes to be changed by using an on-off valve part consisting of a 3-way valve and a 2-way valve, thereby enabling the optimal refrigerant inlet and outlet to be changed for each mode, and which increases the degree of freedom of the refrigerant inlet and outlet positions to maximize the effects of heat exchangers with different properties in cooling and heating using the same water-cooled condenser.

In order to achieve the above object, the present invention comprises: a compressor which compresses introduced refrigerant and discharges it as a high-temperature, high-pressure gaseous state; an indoor condenser which is connected to the compressor through a first flow path, into which the high-temperature refrigerant discharged from the compressor is introduced and which heats the interior of the room in a heating mode by heat-exchanging the introduced refrigerant with air flowing within an air-conditioning case; a water-cooled condenser which is connected to the indoor condenser through a first branch flow path branched from a second flow path and a third flow path connected to the second flow path, and which selectively introduces refrigerant discharged from the indoor condenser through the first branch flow path and the third flow path and condenses the refrigerant through heat exchange with cooling water; an outdoor condenser which is connected to the water-cooled condenser through the third flow path connected to the second flow path, and introduces refrigerant discharged from the water-cooled condenser and condenses the refrigerant through heat exchange with outside air; An evaporator connected to the outdoor condenser through a fourth path, which introduces refrigerant discharged from the outdoor condenser, vaporizes the refrigerant, and cools the interior of the vehicle through heat exchange with air supplied to the interior of the vehicle through the air conditioning case; An accumulator which is arranged adjacent to the compressor and connected to the evaporator through a fifth path, which temporarily stores the refrigerant supplied to the evaporator, separates the introduced refrigerant into liquid refrigerant and gaseous refrigerant, and supplies the gaseous refrigerant to the compressor; A first electronic expansion valve which is provided at a rear end where the first branch path branches off from the second path, and which depressurizes the refrigerant that has passed through the indoor condenser in the heating mode and closes the valve to supply refrigerant to the water-cooled condenser through the first branch path in the cooling mode; A battery chiller which is provided on a first bypass line which branches off from the fourth path and is connected to the fifth path; A first coolant line connecting a first radiator of a radiator unit adjacent to the outdoor condenser and the water-cooled condenser to circulate coolant; A second coolant line including a second-first coolant line and a second-second coolant line connecting a second radiator of the radiator unit and the water-cooled condenser and the battery chiller and the battery of the vehicle to circulate coolant; A second electronic expansion valve provided on the first bypass line adjacent to the battery chiller and depressurizing refrigerant that has passed through the outdoor condenser in the cooling battery cooperation mode; A temperature sensor provided at a front end of the outdoor condenser on the third flow path and measuring a temperature of refrigerant supplied from the water-cooled condenser to the outdoor condenser in the heating mode and the heating dehumidification mode; And the present invention provides a vehicle heating and cooling system, characterized in that the system includes an on-off valve part which is provided at a point where the second branch line branches from the first branch line to be connected to the accumulator in the heating mode, on a second bypass line branched from the third branch line and connected to the fourth branch line, and provided at a rear end where the second bypass line branches from the third branch line. The on-off valve part uses a 2-way valve and a 3-way valve, and the second electronic expansion valve uses a ball-type valve.

In a vehicle heating and cooling system according to the present invention, the first coolant line may include a first reservoir tank storing coolant circulated through the first coolant line, a first directional switching valve provided on the first coolant line and switching the flow of coolant circulated through the first coolant line, a first coolant bypass line connecting the first reservoir tank and the first directional switching valve, and a first pump circulating coolant stored in the first reservoir tank through the first coolant line.

The above first reservoir tank may be located at the rear end of the first radiator of the radiator section, and the first directional change valve may be located at the front end of the first radiator.

The above second coolant line may include a second-first coolant line connecting the second radiator of the radiator section and the water-cooled condenser, and a second-second coolant line connected to the second-first coolant line and connecting the battery chiller and the battery of the vehicle, and a second direction changing valve may be provided at a point where the second-first coolant line and the second-second coolant line are connected.

A second-1 pump may be provided on the second-1 cooling water line to circulate the cooling water stored in the second reservoir tank to the second-1 cooling water line, and a second-2 pump may be provided on the second-2 cooling water line to circulate the cooling water to the second-2 cooling water line.

The above-described opening/closing valve section may include a first opening/closing valve provided at a point where the second branch flow path branches off from the first branch flow path, a second opening/closing valve provided on the third flow path and selectively opening/closing the third flow path connecting the water-cooled condenser and the outdoor condenser, and a third opening/closing valve provided on a second bypass line branched off from the third flow path and connected to the fourth flow path and selectively opening/closing the second bypass line. A three-way valve may be used as the first opening/closing valve, and a two-way valve may be used as the second opening/closing valve and the third opening/closing valve. The first electronic expansion valve may be provided at a rear end where the first branch flow path branches off on the second flow path.

The vehicle heating and cooling system according to the present invention may further include a solenoid expansion valve installed on the fourth passage adjacent to the evaporator and configured to expand refrigerant with the evaporator, a PT sensor installed on the first passage connecting the compressor and the indoor condenser and the passage connecting the accumulator and the compressor and configured to measure pressure and temperature simultaneously, and one end of the second bypass line may be assembled to a bypass hole of the solenoid expansion valve and connected to the fourth passage.

In the vehicle heating and cooling system according to the present invention, in the cooling mode, the first electronic expansion valve provided on the second flow path can be closed, the first opening/closing valve of the opening/closing valve unit provided at the point where the second branch flow path branches from the first branch flow path can be opened toward the water-cooled condenser, the second opening/closing valve of the opening/closing valve unit provided on the third flow path can be opened, the solenoid expansion valve provided on the fourth flow path can expand, the cooling water can be circulated through the first cooling water line and the 2-1 cooling water line, and the first bypass cooling water line of the first cooling water line can be closed.

In the heating (B) mode, the first electronic expansion valve provided on the second flow path can be opened, the second opening/closing valve of the opening/closing valve unit provided on the third flow path can be closed, the first opening/closing valve of the opening/closing valve unit provided at the point where the second branch flow path branches from the first branch flow path can be opened in the direction of the accumulator, the solenoid expansion valve provided on the fourth flow path can be closed, the coolant can be circulated to the first coolant line, and the first bypass coolant line of the first coolant line can be opened so that the coolant does not circulate to the first radiator of the radiator unit.

In the heating (A+B) mode, the first electronic expansion valve provided on the second flow path can be opened, the second opening/closing valve of the opening/closing valve unit provided on the third flow path can be opened to allow the outdoor condenser to absorb heat from an external steam heat source, and at the same time, the first opening/closing valve of the opening/closing valve unit provided at a point where the second branch flow path branches from the first branch flow path can be opened in the direction of the accumulator to allow the cooling water heat source to be absorbed from the circulated first cooling water line, and the solenoid expansion valve provided on the fourth flow path can be closed, the cooling water can be circulated to the first cooling water line, and the first bypass cooling water line of the first cooling water line can be opened to prevent the cooling water from circulating to the first radiator of the radiator unit.

In the heating and dehumidifying mode, the first electronic expansion valve provided on the second flow path can be opened, the second opening/closing valve of the opening/closing valve unit provided on the third flow path can be closed, the third opening/closing valve of the opening/closing valve unit provided on the second bypass line can be opened, the first opening/closing valve of the opening/closing valve unit provided at a point where the second branch flow path branches from the first branch flow path can be opened toward the accumulator, and the solenoid expansion valve provided on the fourth flow path can be closed, the coolant can be circulated to the first coolant line, and the first bypass coolant line of the first coolant line can be opened so that the coolant does not circulate to the first radiator of the radiator unit.

In the cooling battery cooperation mode, the first electronic expansion valve provided on the second flow path can be closed, the first opening/closing valve of the opening/closing valve unit provided at the point where the second branch flow path branches from the first branch flow path can be opened toward the water-cooled condenser, the second opening/closing valve of the opening/closing valve unit provided on the third flow path can be opened, the third opening/closing valve of the opening/closing valve unit provided on the second bypass line can be closed, the second electronic expansion valve provided on the first bypass line can be opened, the solenoid expansion valve provided on the fourth flow path can expand, the cooling water can be circulated through the first cooling water line, the 2-1 cooling water line, and the 2-2 cooling water line, and the first bypass cooling water line of the first cooling water line can be sealed.

The vehicle cooling and heating system according to the present invention uses two-way valves and three-way valves provided on a plurality of flow paths and bypass lines to change the flow direction of refrigerant passing through a water-cooled condenser in cooling and heating modes, thereby enabling optimal refrigerant inlet and outlet changes for each mode, and can increase the degree of freedom of refrigerant inlet and outlet positions in order to maximize the effects of heat exchangers with different properties in cooling and heating using the same water-cooled condenser.

Figure 1 is a configuration diagram showing a vehicle cooling and heating system according to an embodiment of the present invention.
FIG. 2 is a drawing illustrating a state in which refrigerant and cooling water are circulated in the cooling mode of the vehicle cooling and heating system of the present invention.
FIG. 3 is a drawing illustrating a state in which refrigerant and cooling water are circulated in the heating (B) mode of the vehicle cooling and heating system of the present invention.
FIG. 4 is a drawing illustrating a state in which refrigerant and cooling water are circulated in the heating (A+B) mode of the vehicle cooling and heating system of the present invention.
FIG. 5 is a drawing illustrating a state in which refrigerant and cooling water are circulated in the heating and dehumidifying mode of the vehicle cooling and heating system of the present invention.
FIG. 6 is a drawing illustrating a state in which refrigerant and cooling water are circulated in the cooling battery cooperation mode of the vehicle cooling and heating system of the present invention.

Hereinafter, a preferred embodiment according to the present invention will be described in detail with reference to the attached drawings. Prior to this, the terms or words used in this specification and claims should not be interpreted as limited to their usual or dictionary meanings, and should be interpreted as meanings and concepts that conform to the technical idea of the present invention based on the principle that the inventor can appropriately define the concept of the term in order to explain his own invention in the best way.

Referring to FIGS. 1 to 5, a vehicle cooling and heating system (100) according to an embodiment of the present invention includes a compressor (1100), an indoor condenser (1200), a water-cooled condenser (1300), an outdoor condenser (1400), an evaporator (1500), an accumulator (1600), a first electronic expansion valve (1700), a battery chiller (1800), a first coolant line (1900), a second coolant line (2000) including a second-first coolant line (2010) and a second-second coolant line (2020), a second electronic expansion valve (2100), a temperature sensor (2200), an on-off valve unit (2300), a solenoid expansion valve (2400), It may further include a PT sensor (2500).

Referring to FIG. 1, a vehicle cooling and heating system (100) according to the present invention includes a compressor (1100), an indoor condenser (1200), a water-cooled condenser (1300), an outdoor condenser (1400), and an evaporator (1500) connected to a refrigerant circulation line through which refrigerant circulates, and is preferably applied to an electric vehicle or a hybrid vehicle.

The above compressor (1100) is a so-called compressor that takes in refrigerant through an input terminal connected to a flow path through which refrigerant flows, compresses the refrigerant, and then discharges the compressed refrigerant into the flow path through an output terminal. The refrigerant discharged at this time is discharged as high-temperature, high-pressure refrigerant (refrigerant gas; gas).

The output terminal of the compressor (1100) is connected to the first flow path (R1), and the input terminal of the indoor condenser (1200) and the output terminal of the compressor (1100) are connected through the first flow path (R1), so that the high temperature and high pressure refrigerant (gas) compressed in the compressor (1100) is output to the indoor condenser (1200).

The above indoor condenser (1200) is installed in an air conditioning case (not shown) and introduces high temperature and high pressure refrigerant (gas) discharged from the compressor (1100) and supplies heat to the room through heat dissipation to the surrounding air during heating.

The above indoor condenser (1200) takes in high-temperature, high-pressure refrigerant (gas) discharged from the compressor (1100) through the first flow path (R1), and condenses the high-temperature, high-pressure refrigerant (gas) flowing inside the indoor condenser (1200) through heat exchange with air supplied to the vehicle interior through an air conditioning case (not shown), thereby heating the air with the condensation heat, thereby heating the vehicle interior. The structure of the air conditioning case (not shown) and the process of the air conditioning case (not shown) taking in air and then supplying the heat-exchanged air to the vehicle interior to heat the vehicle are known technologies, and therefore a detailed description thereof will be omitted.

The output terminal of the above indoor condenser (1200) is connected to the second flow path (R2) through which the refrigerant flows, and the second flow path (R2) is connected to the third flow path (R3) that connects the water-cooled condenser (1300) and the outdoor condenser (1400).

In the second flow path (R2), the first branch flow path (QR1) branches off, and the first branch flow path (QR1) is connected to the water-cooled condenser (1300). The water-cooled condenser (1300) introduces refrigerant discharged from the indoor condenser (1200) through the second flow path (R2), the first branch flow path (QR1), and the third flow path (R3), and condenses the refrigerant through heat exchange with the cooling water flowing in the second-first cooling water line (2010) among the first cooling water line (1900) and the second cooling water line (2000) described later. It is preferable that the first electronic expansion valve (1700) described later be provided on the second flow path (R2).

The above water-cooled condenser (1300) is connected to one end of the first branch flow path (QR1) and the third flow path (R3), and the other end of the third flow path (R3) is connected to an outdoor condenser (1400). A second branch flow path (QR2) branches from the first branch flow path (QR1) that selectively supplies refrigerant to the water-cooled condenser (1300) according to the mode, and the second branch flow path (QR2) is connected to an accumulator (1600) described below.

The input terminal of the outdoor condenser (1400) connected to the water-cooled condenser (1300) through the third path (R3) is connected to the third path (R3), and the outdoor condenser (1400) condenses the introduced refrigerant through heat exchange with outside air and then discharges the refrigerant through the output terminal to the fourth path (R4), and the fourth path (R4) is connected to the evaporator (1500) and supplies the refrigerant output after being condensed in the outdoor condenser (1400) to the evaporator (1500).

The above outdoor condenser (1400) is connected to the water-cooled condenser (1300) through a third path (R3), draws refrigerant from the water-cooled condenser (1300), and condenses the refrigerant through heat exchange with outside air. The outdoor condenser (1400) is arranged close to a radiator unit (RAD) equipped in a vehicle drive unit (drive motor, not shown), and condenses the refrigerant drawn in through the input side through heat exchange with outside air, and then discharges it through a fourth path (R4).

The above evaporator (1500) is connected to an accumulator (1600) by a fifth refrigerant (R5), and the accumulator (1600) is provided between the evaporator (1500) and the compressor (1100) to temporarily store the supplied refrigerant, separate the introduced refrigerant into liquid refrigerant and gaseous refrigerant, and supply the separated gaseous refrigerant to the compressor (1100).

A first electronic expansion valve (1700) is provided on the second flow path (R2), and it is preferable that the first electronic expansion valve (1700) is provided at the rear end where the first branch flow path (QR1) branches off on the second flow path (R2).

In heating mode, the first electronic expansion valve (1700) opens the valve while reducing the pressure of the refrigerant that has passed through the indoor condenser (1200) and supplies it to the third flow path (R3), and in cooling mode, the valve closes and supplies the refrigerant that has passed through the indoor condenser (1200) to the water-cooled condenser (1300) through the first branch flow path (QR1).

A battery chiller (1800) is provided on the first bypass line (BR1) branched from the fourth path (R4) connecting the outdoor condenser (1400) and the evaporator (1500) and connected to the fifth path (R5), and the battery chiller (1800) performs heat exchange between the refrigerant flowing in the first bypass line (BR1) and the cooling water flowing in the second-second cooling water line (2020) among the second cooling water lines (2000) described below in the cooling battery cooperation mode. In the cooling battery cooperation mode described later, the refrigerant flows through the first bypass line (BR1), and at this time, the battery chiller (1800) performs heat exchange between the refrigerant of the first bypass line (BR1) and the coolant of the 2-2 coolant line (2020) among the 2 coolant lines (2000) described later, thereby cooling the coolant, thereby enabling heat management of the battery (B) by the 2-2 coolant line (2020).

The first radiator (RAD1) of the radiator section (RAD) and the water-cooled condenser (1300) positioned adjacent to the outdoor condenser (1400) are connected by the first cooling water line (1900) so that cooling water is circulated, and the second radiator (RAD2) of the radiator section (RAD), the water-cooled condenser (1300), the battery chiller (1800), and the battery (B) are connected by the second-second cooling water line (2020) so that cooling water is circulated.

The first coolant line (1900) includes a first reservoir tank (1910), a first directional switching valve (1920), a first coolant bypass line (1930), and a first pump (1940). A first reservoir tank (1910) is installed in the first coolant line (1900), and the coolant circulating to the first coolant line (1900) is stored in the first reservoir tank (1910), and the first directional switching valve (1920) is provided in the first coolant line (1900) to switch the flow of the coolant circulating in one direction.

The first reservoir tank (1910) and the first directional switching valve (1920) are connected by a first coolant bypass line (1930), and since the first reservoir tank (1910) and the first directional switching valve (1920) are connected by the first coolant bypass line (1930), the coolant circulates without passing through the first radiator (RAD1), and the coolant stored in the first reservoir tank (1910) cools the vehicle drive unit (drive motor, not shown) by the first pump (1940) and then circulates to the water-cooled condenser (1300).

It is preferable that the first reservoir tank (1910) is located at the rear end of the first radiator (RAD1) of the radiator section (RAD), and the first directional change valve (1920) is located at the front end of the first radiator (RAD1).

The above second coolant line (2000) includes a second-first coolant line (2010) and a second-second coolant line (2020). The second-first coolant line (2010) connects the second radiator (RAD2) of the radiator section (RAD) and the water-cooled condenser (1300), and the second-second coolant line (2020) is connected to the second-first coolant line (2010) and connects the battery chiller (1800) and the battery (B) of the vehicle. The above 2-1 cooling water line (2010) and the above 2-2 cooling water line (2020) are connected, and it is preferable that a second direction switching valve (2030) is provided at the point where the 2-1 cooling water line (2010) and the above 2-2 cooling water line (2020) are connected.

It is preferable that a 2-1 pump (2040) is provided on the 2-1 cooling water line (2010) to supply cooling water stored in the 2nd reservoir tank (2060) to be circulated to the 2-1 cooling water line (2010), and a 2-2 pump (2050) is provided on the 2-2 cooling water line (2020) to circulate cooling water to the 2-2 cooling water line (2020).

Referring to FIG. 2 and FIG. 6, in the cooling mode and the cooling battery cooperation mode, the coolant is circulated through the first coolant line (1900) and the second coolant line (2000), and the coolant is not circulated through the first coolant bypass line (1930) of the first coolant line (1900).

Referring to FIGS. 3, 4 and 5, in the heating (B) mode, heating (A+B) mode and heating dehumidification mode, the cooling water does not circulate through the second cooling water line (2000) but only through the first cooling water line (1900), and the circulated cooling water is circulated through the first cooling water bypass line (1930) so as not to circulate through the first radiator (RAD1).

Referring to Fig. 1, a second electronic expansion valve (2100) is provided on the first bypass line (BR1) adjacent to the battery chiller (1800), and the second electronic expansion valve (2100) serves to reduce the pressure of refrigerant flowing through the first bypass line (BR1). The second electronic expansion valve (2100) applies a ball-type valve, thereby enabling the first bypass line (BR1) to have a bypass function.

A temperature sensor (2200) is provided on the third passage (R3) connecting the water-cooled condenser (1300) and the outdoor condenser (1400). The temperature sensor (2200) measures the temperature of the refrigerant supplied from the water-cooled condenser (1300) to the outdoor condenser (1400) in heating mode and heating dehumidification mode. It is preferable that the temperature sensor (2200) be positioned in front of the outdoor condenser (1400) on the third passage (R3).

The temperature of the refrigerant measured by the above temperature sensor (2200) is compared with the outside temperature measured by the outside temperature sensor (not shown) equipped in the vehicle to determine whether to use the outside heat source as a heat source in the heating mode and the heating/dehumidifying mode.

In order to be connected to the accumulator (1600), a second bypass line (BR2) is provided at a point where the second branch line (QR2) branches off from the first branch line (QR1), a second bypass line (BR2) branches off from the third flow line (R3) and is connected to the fourth flow line (R4), and at a rear end where the second bypass line (BR2) branches off on the third flow line (R3), an on-off valve unit (2300) is provided to selectively open and close the direction of the refrigerant flowing in the first branch line (QR1) and the second bypass line (BR2) and the third flow line (R3). It is preferable that a 2-way valve and a 3-way valve are selectively used as the on-off valve unit (2300).

The above-described opening/closing valve unit (2300) includes a first opening/closing valve (2310), a second opening/closing valve (2320), and a third opening/closing valve (2330). The first opening/closing valve (2310) is provided at a point where the second branch path (QR2) branches from the first branch path (QR1). In the cooling mode and the cooling battery cooperation mode, the valve is opened so that the refrigerant moving to the first branch path (QR1) via the second path (R2) is supplied to the water-cooled condenser (1300). In the heating mode and the heating/dehumidifying mode, the valve is opened and closed so that the refrigerant discharged from the water-cooled condenser (1300) is supplied to the second branch path (QR2). It is preferable that a 3-way valve be used for the first opening/closing valve (2310).

The second opening/closing valve (2320) is provided on the third flow path (R3) and selectively opens/closes the third flow path (R3) connecting the water-cooled condenser (1300) and the outdoor condenser (1400), and the third opening/closing valve (2330) is provided on the second bypass line (BR2) branched from the third flow path (R3) and connected to the fourth flow path (R4) and selectively opens/closes the second bypass line (BR2). It is preferable that the second opening/closing valve (2320) and the third opening/closing valve (2330) use 2-way valves.

A solenoid expansion valve (2400) is provided on the fourth path (R4) adjacent to the above evaporator (1500), the other end of the second bypass line (BR2) is assembled to the bypass hole of the solenoid expansion valve (2400) and connected to the fourth path (R4), and one end of the second bypass line (BR2) is preferably connected to the third path (R2) between the first electronic expansion valve (1700) and the water-cooled condenser (1300), more specifically, at the rear end of the second path (R2) connected to the third path (R3).

It is preferable that a PT sensor (2500) that simultaneously measures pressure and temperature is provided in the first path (R1) connecting the compressor (1100) and the indoor condenser (1200) and in the path connecting the accumulator (1600) and the compressor (1100).

FIG. 2 is in cooling mode, and in cooling mode, the flow of refrigerant passes through a compressor (1100), an indoor condenser (1200), a second flow path (R2), and a first branch flow path (QR1), and then circulates to a water-cooled condenser (1300), an outdoor condenser (1400), an evaporator (1500), an accumulator (1600), and a compressor (1100) to cool the interior of the vehicle. Looking at the flow of coolant in cooling mode, the coolant moving through the first coolant line (1900) and the second-first coolant line (2010) exchanges heat with the refrigerant in the water-cooled condenser (1300), and the cooled coolant exchanges heat with the first radiator (RAD1) and the second radiator (RAD2), respectively.

In cooling mode, the refrigerant circulates in the order of a compressor (1100), indoor condenser (1200), water-cooled condenser (1300), outdoor condenser (1400), evaporator (1500), accumulator (1600), and compressor (1100), and the solenoid expansion valve (2400) provided on the fourth path (R4) expands the high-temperature, high-pressure refrigerant to low-temperature, low-pressure.

The first electronic expansion valve (1700) provided on the second flow path (R2) is closed to allow the refrigerant transferred to the second flow path (R2) to be transferred to the first branch flow path (QR1), and the first opening/closing valve (2310) provided at the point where the second flow path (QR2) branches from the first flow path (QR1) is opened to allow the refrigerant to be supplied only to the water-cooled condenser (1300).

The second opening/closing valve (2320) provided on the third path (R3) connecting the water-cooled condenser (1300) and the outdoor condenser (1400) is opened so that the refrigerant discharged from the water-cooled condenser (1300) is supplied to the outdoor condenser (1400).

The third opening/closing valve (2330) provided on the second bypass line (BR2) connecting the third path (R3) and the fourth path (R4) is closed to block the refrigerant moving to the third path (R3) from moving to the second bypass line (BR2). In the cooling mode, the cooling water circulates through the first cooling water line (1900) and the second-first cooling water line (2010), and the first bypass cooling water line (1930) of the first cooling water line (1900) is closed as the first directional switching valve (1920) opens in the direction of the first radiator (RAD1).

FIG. 3 is in heating (B) mode, and in heating (B) mode, the flow of refrigerant passes through a compressor (1100), an indoor condenser (1200), and a first electronic expansion valve (1700) provided on the second path (R2), and then is supplied to a water-cooled condenser (1300) through a third path (R3), and then circulates through a second branch path (QR2) to an accumulator (1600) and a compressor (1100) to heat the vehicle interior. Looking at the flow of coolant in heating mode, the coolant circulates only to the first coolant line (1900) and exchanges heat with the refrigerant in the water-cooled condenser (1300), and the coolant is bypassed to the first coolant bypass line (1930) so as not to exchange heat with the first radiator (RAD1).

In heating (B) mode, it is preferable that the first electronic expansion valve (1700) provided on the second path (R2) be opened so that the refrigerant is supplied to the water-cooled condenser (1300) through the compressor (1100), the indoor condenser (1200), the second path (R2) and the third path (R3), and that the second opening/closing valve (2320) provided on the third path (R3) and the third opening/closing valve (2330) provided on the second bypass line (BR2) be closed. In order to supply the refrigerant discharged from the water-cooled condenser (1300) to the compressor (1100) through the accumulator (1600), the first opening/closing valve (2310) provided at the point where the second branch path (QR2) branches from the first branch path (QR1) is opened so that the refrigerant is supplied to the accumulator (1600).

Fig. 4 shows the heating (A+B) mode, and in the heating (A+B) mode, the flow of refrigerant passes through the compressor (1100), the indoor condenser (1200), and the first electronic expansion valve (1700) provided on the second flow path (R2), and then branches, and some of it is supplied to the water-cooled condenser (1300) as in the heating (B) mode, and circulates through the second branch flow path (QR2) to the accumulator (1600) and the compressor (1100) (heating B mode), and some of it passes through the outdoor condenser (1400) through the second opening/closing valve (2320) provided on the third flow path (R3), and then circulates through the battery chiller (1800), the accumulator (1600), and the compressor (1100) provided on the first bypass line (BR1) branched on the fourth flow path (R4) (heating A mode) to heat the vehicle interior. It will be performed.

When examining the flow of coolant in heating (A+B) mode, the coolant circulates only through the first coolant line (1900) and exchanges heat with the refrigerant in the water-cooled condenser (1300), and the coolant is bypassed through the first coolant bypass line (1930) so that it does not exchange heat with the first radiator (RAD1).

In the heating (A+B) mode, in order to supply the refrigerant to the compressor (1100), the indoor condenser (1200), the second path (R2) and the third path (R3) to the water-cooled condenser (1300) and the outdoor condenser (1400), it is preferable that the first electronic expansion valve (1700) provided on the second path (R2) is opened, the second opening/closing valve (2320) provided on the third path (R3) is opened, and the third opening/closing valve (2330) provided on the second bypass line (BR2) is closed.

In order to supply the refrigerant discharged from the water-cooled condenser (1300) to the compressor (1100) through the accumulator (!600), the first opening/closing valve (2310) provided at the point where the second branch path (QR2) branches from the first branch path (QR1) is opened so that the refrigerant is supplied to the accumulator (1600). In addition, in order to supply the refrigerant discharged from the outdoor condenser (1400) to the accumulator (1600) and compressor (1100) through the battery chiller (1800), it is preferable that the second electronic expansion valve (2100) provided on the first bypass line (BR1) is fully open.

The transition from the above heating (B) mode to the heating (A+B) mode is accomplished by comparing the outside temperature measured by the vehicle's outside sensor (not shown) with the temperature of the refrigerant measured by the temperature sensor (2200) provided on the third passage (R3), and operating the second opening/closing valve (2320) provided on the third passage (R3) when the difference is higher than a specific temperature at which heat absorption is possible for heating.

FIG. 5 is a heating and dehumidifying mode. In the heating and dehumidifying mode, the flow of refrigerant passes through a compressor (1100), an indoor condenser (1200), and a first electronic expansion valve (1700) provided on a second path (R2), and then some of the refrigerant moves to a water-cooled condenser (1300) through a third path (R3), and then moves to an accumulator (1600) through a second branch path (QR2) and then to a compressor (1100) in that order, and some of the other refrigerant moves to an evaporator (1500), an accumulator (1600), and a compressor (1100) in that order through the third path (R3) and the second bypass line (BR2), thereby performing heating and dehumidifying of the vehicle interior.

When examining the flow of coolant in the heating and dehumidifying mode, the coolant circulates only through the first coolant line (1900) and exchanges heat with the refrigerant in the water-cooled condenser (1300), and the coolant is bypassed through the first coolant bypass line (1930) so that it does not exchange heat with the first radiator (RAD1).

In the heating and dehumidifying mode, the first electronic expansion valve (1700) provided on the second flow path (R2) is opened to move the refrigerant moving to the second flow path (R2) to the third flow path (R3), and the second opening/closing valve (2320) provided on the third flow path (R3) is closed so that some of the refrigerant passes through the water-cooled condenser (1300) and then moves to the accumulator (1600) and the compressor (1100) in that order, and the other part of the refrigerant moves to the evaporator (1500), the accumulator (1600), and the compressor (1100) in that order through the second bypass line (BR2) branched from the third flow path (R3), and the first opening/closing valve (2310) provided at the point where the second flow path (QR2) branches from the first flow path (QR1) is opened to move the refrigerant moving to the water-cooled condenser (1300) and The accumulator (1600) is opened to be connected, the second opening/closing valve (2320) provided on the third flow path (R3) is closed, and the third opening/closing valve (2230) provided on the second bypass line (BR2) is opened to supply the refrigerant that has exchanged heat with the cooling water in the water-cooled condenser (1300) to the accumulator (1600) and the evaporator (1500).

Fig. 6 is a cooling battery cooperation mode. In the cooling battery cooperation mode, the flow of refrigerant passes through the compressor (1100), indoor condenser (1200), second flow path (R2), and first branch flow path (QR1), then passes through the water-cooled condenser (1300), outdoor condenser (1400), and then some of the refrigerant moves in the order of the evaporator (1500), accumulator (1600), and compressor (1100), and some of the refrigerant that passes through the outdoor condenser (1400) moves in the order of the battery chiller (1800), accumulator (16000), and compressor (1100), thereby cooling the vehicle interior and cooling the battery. Looking at the flow of coolant in the cooling battery cooperation mode, the coolant moving through the first coolant line (1900) and the second-first coolant line (2010) is a water-cooled The coolant cooled by heat exchange with the refrigerant in the condenser (1300) dissipates heat in the first radiator (RAD1) and the second radiator (RAD2), respectively, and the coolant in the 2-2 coolant line (2020) cools the coolant through heat exchange with the expanded refrigerant and coolant in the battery chiller (1800) to cool the battery (B).

In the cooling battery cooperation mode, the solenoid expansion valve (2400) provided on the fourth path (R4) expands, the first electronic expansion valve (1700) provided on the second path (R2) closes to transfer the refrigerant transferred to the second path (R2) to the first branch path (QR1), and the first opening/closing valve (2310) provided at the point where the second branch path (QR2) branches from the first branch path (QR1) is opened to supply the refrigerant only to the water-cooled condenser (1300).

The second opening/closing valve (2320) provided on the third path (R3) connecting the water-cooled condenser (1300) and the outdoor condenser (1400) is opened to supply the refrigerant discharged from the water-cooled condenser (1300) to the outdoor condenser (1400).

The third opening/closing valve (2330) provided on the second bypass line (BR2) is closed to block the refrigerant moving to the third path (R3) from moving to the second bypass line (BR2). The refrigerant cooled in the outdoor condenser (1400) is supplied to the battery chiller (1800) and the evaporator (1500), and the second electronic opening/closing valve (2100) provided on the first bypass line (BR1) branched off on the fourth path (R4) is opened to exchange heat between the refrigerant and the cooling water in the battery chiller (1800).

In cooling mode, the coolant circulates through the first coolant line (1900) and the second-first coolant line (2010), and the first bypass coolant line (1930) of the first coolant line (1900) is closed as the first directional valve (1920) opens in the direction of the first radiator (RAD1).

Although the present invention has been described with reference to the embodiments shown in the drawings, these are merely exemplary, and those skilled in the art will understand that various modifications and equivalent other embodiments are possible therefrom. Therefore, the true technical protection scope of the present invention should be determined by the technical idea of the appended claims.

100 : Vehicle air conditioning system 1100 : Compressor
1200: Indoor condenser 1300: Water-cooled condenser
1400 : Outdoor condenser 1500 : Evaporator
1600 : Accumulator 1700 : 1st electronic expansion valve
1800: Battery chiller 1900: 1st coolant line
2000: 2nd Coolant Line 2010: 2-1 Coolant Line
2020: 2nd-2nd Coolant Line 2100: 2nd Electronic Expansion Valve
2200: Temperature sensor 2300: Opening/closing valve part
2400 : Solenoid expansion valve 2500 : PT sensor
RAD: Radiator section RAD1: First radiator
RAD2 : Second Radiator

Claims (13)

A compressor that compresses the introduced refrigerant and discharges it as a high-temperature, high-pressure gas;
An indoor condenser connected to the compressor through the first flow path, into which high-temperature refrigerant discharged from the compressor flows and heats the indoor space in heating mode by exchanging heat between the introduced refrigerant and air flowing within the air conditioning case;
A water-cooled condenser connected to the indoor condenser and the first branch path branched from the second path and the third path connected to the second path, and selectively introducing refrigerant discharged from the indoor condenser through the first branch path and the third path and condensing the refrigerant through heat exchange with cooling water;
An outdoor condenser connected to the water-cooled condenser and the third path connected to the second path, and which takes in refrigerant discharged from the water-cooled condenser and condenses the refrigerant through heat exchange with the outside air;
An evaporator connected to the outdoor condenser and the fourth path, which cools the interior of the vehicle by introducing refrigerant discharged from the outdoor condenser, vaporizing the refrigerant, and exchanging heat with air supplied to the interior of the vehicle through the air conditioning case;
An accumulator disposed adjacent to the compressor and connected to the evaporator via a fifth path, which temporarily stores the refrigerant supplied to the evaporator, separates the introduced refrigerant into liquid refrigerant and gaseous refrigerant, and supplies the gaseous refrigerant to the compressor;
A first electronic expansion valve is provided at the rear end where the first branch path branches off from the second branch path, and in heating mode, depressurizes the refrigerant that has passed through the indoor condenser, and in cooling mode, closes the valve to supply the refrigerant to the water-cooled condenser through the first branch path;
A battery chiller provided on the first bypass line branched from the fourth euro and connected to the fifth euro;
A first cooling water line that connects the first radiator of the radiator section located adjacent to the above outdoor condenser and the above water-cooled condenser to circulate cooling water;
A second coolant line including a second-1 coolant line and a second-2 coolant line that connect the second radiator of the above radiator section, the water-cooled condenser, the battery chiller, and the vehicle battery to circulate coolant;
A second electronic expansion valve is provided on the first bypass line adjacent to the above battery chiller and depressurizes the refrigerant passing through the outdoor condenser in the cooling battery cooperation mode;
A temperature sensor provided at the front end of the outdoor condenser in the third euro above, and measuring the temperature of the refrigerant supplied from the water-cooled condenser to the outdoor condenser in heating mode and heating-dehumidifying mode; and
In heating mode, the second branch line is branched from the first branch line to be connected to the accumulator, and the second bypass line is branched from the third branch line and connected to the fourth branch line, and includes an opening/closing valve part provided at the rear end where the second bypass line branches from the third branch line.
A vehicle cooling and heating system, characterized in that the second electronic expansion valve uses a ball-type valve.
In claim 1,
The above first cooling water line,
A first reservoir tank in which coolant circulating through the first coolant line is stored,
A first direction switching valve provided on the first cooling water line and switching the flow of cooling water circulated through the first cooling water line;
A first cooling water bypass line connecting the first reservoir tank and the first directional valve,
A vehicle cooling and heating system including a first pump that circulates coolant stored in the first reservoir tank through the first coolant line.
In claim 2,
A vehicle cooling and heating system, characterized in that the first reservoir tank is located at the rear end of the first radiator of the radiator section, and the first directional switching valve is located at the front end of the first radiator.
In claim 1,
The above second cooling water line,
A second-1 cooling water line connecting the second radiator of the above radiator section and the water-cooled condenser,
A vehicle cooling and heating system, characterized by including a 2-2 coolant line connected to the 2-1 coolant line and connecting the battery chiller and the battery of the vehicle.
In claim 4,
On the above 2-1 cooling water line, a 2-1 pump is provided to circulate the cooling water stored in the 2nd reservoir tank to the 2-1 cooling water line.
A vehicle cooling and heating system, wherein a second-second pump is provided on the second-second coolant line to circulate coolant to the second-second coolant line.
In claim 1,
The above opening/closing valve part,
A first opening/closing valve provided at the point where the second branch branch diverges from the first branch branch,
A second opening/closing valve is provided on the third flow path above and selectively opens/closes the third flow path connecting the water-cooled condenser and the outdoor condenser,
It is provided on the second bypass line branched from the third euro and connected to the fourth euro, and includes a third opening/closing valve that selectively opens/closes the second bypass line.
A vehicle cooling and heating system, characterized in that the first opening/closing valve uses a 3-way valve, and the second opening/closing valve and the third opening/closing valve use 2-way valves.
In claim 1,
A vehicle cooling and heating system, characterized in that the first electronic expansion valve is provided at the rear end where the first branch path branches off from the second path.
In claim 1,
A solenoid expansion valve provided on the fourth passage adjacent to the above evaporator and for expanding refrigerant into the above evaporator,
It further includes a PT sensor that is provided in the first path connecting the above compressor and the indoor condenser and in the path connecting the above accumulator and the above compressor, and measures pressure and temperature simultaneously.
A vehicle cooling and heating system, characterized in that one end of the second bypass line is assembled to the bypass hole of the solenoid expansion valve and connected to the fourth flow path.
In claim 8,
In the cooling mode, the first electronic expansion valve provided on the second flow path is closed, the first opening/closing valve of the opening/closing valve unit provided at the point where the second branch flow path branches from the first branch flow path is opened toward the water-cooled condenser, the second opening/closing valve of the opening/closing valve unit provided on the third flow path is opened, and the solenoid expansion valve provided on the fourth flow path is expanded.
A vehicle cooling and heating system, characterized in that the coolant circulates through the first coolant line and the second-first coolant line, and the first bypass coolant line of the first coolant line is sealed.
In claim 8,
In the heating (B) mode, the first electronic expansion valve provided on the second flow path is opened, the second opening/closing valve of the opening/closing valve part provided on the third flow path is closed, the first opening/closing valve of the opening/closing valve part provided at the point where the second branch flow path branches from the first branch flow path is opened toward the accumulator, and the solenoid expansion valve provided on the fourth flow path is closed.
A vehicle cooling and heating system, characterized in that the coolant circulates through the first coolant line, and the first bypass coolant line of the first coolant line is open so that the coolant does not circulate to the first radiator of the radiator section.
In claim 8,
In the heating (A+B) mode, the first electronic expansion valve provided on the second flow path is opened, the second opening/closing valve of the opening/closing valve part provided on the third flow path is opened to allow the outdoor condenser to absorb heat from an external steam heat source, and at the same time, the first opening/closing valve of the opening/closing valve part provided at the point where the second branch flow path branches from the first branch flow path is opened toward the accumulator to allow the cooling water heat source to be absorbed from the circulating first cooling water line, and the solenoid expansion valve provided on the fourth flow path is closed.
A vehicle cooling and heating system, characterized in that the coolant circulates through the first coolant line, and the first bypass coolant line of the first coolant line is open so that the coolant does not circulate to the first radiator of the radiator section.
In claim 8,
In the heating and dehumidifying mode, the first electronic expansion valve provided on the second flow path is opened, the second opening/closing valve of the opening/closing valve part provided on the third flow path is closed, the third opening/closing valve of the opening/closing valve part provided on the second bypass line is opened, the first opening/closing valve of the opening/closing valve part provided at the point where the second branch flow path branches from the first branch flow path is opened toward the accumulator, and the solenoid expansion valve provided on the fourth flow path is closed.
A vehicle cooling and heating system, characterized in that the coolant circulates through the first coolant line, and the first bypass coolant line of the first coolant line is open so that the coolant does not circulate to the first radiator of the radiator section.
In claim 8,
In cooling battery cooperation mode,
The first electronic expansion valve provided on the second flow path is closed, the first opening/closing valve of the opening/closing valve part provided at the point where the second branch flow path branches from the first branch flow path is opened in the direction of the water-cooled condenser, the second opening/closing valve of the opening/closing valve part provided on the third flow path is opened, the third opening/closing valve of the opening/closing valve part provided on the second bypass line is closed, the second electronic expansion valve provided on the first bypass line is opened, and the solenoid expansion valve provided on the fourth flow path is expanded.
A vehicle cooling and heating system, characterized in that the coolant circulates through the first coolant line, the second-first coolant line, and the second-second coolant line, and the first bypass coolant line of the first coolant line is sealed.

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