JP2002059736A - Cooling system - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To improve energy use efficiency and fuel efficiency of a vehicle by effectively utilizing both exhaust heat and exhaust heat of engine cooling water, to improve the fuel efficiency of a vehicle, and to improve start-up performance until cooling starts to be effective. To improve. SOLUTION: An evaporator 21, an absorber 22, a regenerator 23, and an absorption refrigeration cycle unit 2 including a condenser 24 are provided, and an engine 31, a regenerator 23 of the absorption refrigeration cycle unit 2, a heater core. 32, an engine cooling cycle section 3 for circulating a radiator 33, an inner shell 41, an outer shell 42, and both shells 4.
The high temperature end 44 a is sandwiched between the inner shell 4 and the inner shell 4.
1 and the low-temperature end 44b is the outer shell 4
2 is provided with an exhaust heat recovery mechanism 4 including a thermoelectric conversion module 44 located on the surface side of the exhaust gas recovery module 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling device mounted on a vehicle and used for cooling a heat-generating device and for cooling the inside of the vehicle.

[0002]

Conventionally, a cooling system using an absorption type chemical heat pump which operates by converting heat energy of a driving heat source into chemical energy instead of a compression type heat pump using a part of engine output has been proposed. Therefore, when used in vehicles, the engine exhaust heat as a driving heat source fluctuates depending on the driving conditions, so it is necessary to control the amount of heat required to drive the chemical heat pump from the engine exhaust heat. Had the problem of doing so.

Further, in a cooling system using a chemical heat pump which operates by using exhaust heat of engine cooling water used for cooling an engine as a driving heat source, cooling is required to perform both cooling of heat-generating equipment and cooling of a vehicle. It is hard to say that the capacity is sufficient, and in addition, there is a problem that the rise of the cooling function at the time of starting the engine is slow.

Further, in a cooling system provided with two systems of a cooling system using a compression type heat pump and an absorption type cooling system using a chemical heat pump used in a hybrid vehicle, the cooling inside the vehicle includes:
Since the exhaust heat of the engine cooling water used for cooling the engine is used as the driving heat source, there is a problem that the start-up property until the cooling starts to be effective is insufficient, and these problems are solved. This has been a conventional problem.

[0005]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and can be mounted on a vehicle to perform both cooling of heating equipment and cooling of the interior of the vehicle. It is possible to improve the efficiency of energy utilization by effectively using both exhaust heat and engine exhaust heat, and also to improve the fuel efficiency of the vehicle and improve the start-up performance before cooling starts to work. It is intended to provide a certain cooling device.

[0006]

According to a first aspect of the present invention, there is provided a cooling apparatus comprising: an evaporator; an absorber containing a solution containing an absorbent for absorbing refrigerant vapor evaporated by the evaporator; A regenerator that extracts the refrigerant vapor by heating the section to recover the absorbent concentration in the solution, and an absorption refrigeration cycle section that has a condenser that condenses the extracted refrigerant vapor and supplies it to the evaporator. A cooling system including an engine, a regenerator of an absorption refrigeration cycle section, a heater core, and an engine cooling cycle section circulating a radiator, wherein an exhaust pipe, a cooling water jacket disposed around the exhaust pipe, and an exhaust pipe. A thermoelectric conversion module sandwiched between a pipe and a cooling water jacket, the hot end of which is located on the surface side of the exhaust pipe and the cold end is located on the surface side of the cooling water jacket. Comprises a Lumpur has a configuration in which an exhaust heat recovery mechanism for performing heat exchange between the engine exhaust and engine coolant, and a means for solving the conventional problems described above the configuration of the cooling device.

A cooling device according to a second aspect of the present invention includes a compressor, a condenser, a receiver, a pressure reducing valve,
The cooling device according to the third aspect of the present invention is configured to include a compression refrigeration cycle unit having a heat-generating device cooler. In the middle of the piping, a valve is provided for circulating the refrigerant flowing out of the condenser to both the evaporator and the heat generating device cooler in the compression refrigeration cycle section.

According to a fourth aspect of the present invention, in the cooling device, an exhaust pipe of an exhaust heat recovery mechanism is disposed downstream of the catalytic converter so as to introduce exhaust gas from the catalytic converter, and cooling water from the engine is introduced. In addition, a cooling jacket is arranged between the engine and the regenerator so that cooling water flows through the regenerator in the absorption refrigeration cycle section.

[0009]

In the cooling device according to the first aspect of the present invention, since the above-described configuration is employed, the engine cooling water, which is the driving heat source of the absorption refrigeration cycle section, can quickly recover the exhaust heat immediately after the engine is started. As a result, the rising property until the cooling starts to be effective is improved.

[0010] Further, since the exhaust heat recovery mechanism provided with the thermoelectric conversion module is used, the control of the efficiency of recovering the exhaust heat is simplified, and the engine cooling water that has reached the boiling point is not further heated, that is, Without applying excessive steam pressure to the piping and the valve, a high driving heat source amount can be secured and the reliability of the entire system can be secured.

Further, by using the above-mentioned exhaust heat recovery mechanism, it is possible to add a function as a heat storage unit without complicating the system, thereby further improving the fuel efficiency. The stable operation of the absorption refrigeration cycle section is performed.

Further, by using the above exhaust heat recovery mechanism, not only the exhaust heat recovery efficiency but also the heat storage function and the power generation function can be controlled by the drive power and extremely simple components such as valves. Needless to say, the control of the exhaust heat recovery efficiency, the heat storage function, and the power generation function can also be performed by an external input signal surrounding the vehicle.

[0013] In the cooling device according to the second aspect of the present invention, because of the above-described configuration, the cooling in the vehicle is controlled by an absorption refrigeration cycle unit that uses both the exhaust heat of the engine cooling water and the exhaust heat of the engine as a driving heat source. In addition to what can be done, the cooling of the heat-generating equipment which determines the traveling controllability which is extremely important for the vehicle is performed independently of the cooling in the vehicle by a simple compression refrigeration cycle unit.

In the cooling device according to claim 3 of the present invention,
With the above configuration, when the demand for cooling inside the vehicle is not high or when cooling is not required, the operating load of the compressor is reduced by cooling the heating equipment in the absorption refrigeration cycle section. Will be done.

[0015] In the cooling device according to claim 4 of the present invention,
With the above-described configuration, it is possible to efficiently recover exhaust heat while reducing the engine load and sufficiently securing the catalytic function, and therefore, the design adjustment of the entire vehicle system is simplified, and Since the exhaust gas temperature is lowered at the installation position downstream of the catalyst, if measures are taken to prevent corrosion due to dew condensation on the exhaust pipe, exhaust noise can be reduced by this exhaust pipe.

[0016]

According to the cooling device of the first aspect of the present invention, since the cooling device is configured as described above, it is possible to improve the start-up property until the cooling starts to be effective, and to achieve a high driving heat source amount and the reliability of the entire system. In addition, by using an exhaust heat recovery mechanism, it is possible to add a function as a heat storage unit without complicating the system, and as a result, further improve fuel efficiency Control of the exhaust heat recovery efficiency, heat storage function and power generation function by the input signal from the outside of the vehicle as well as the inside of the vehicle as well as the absorption type refrigeration cycle section. Is very advantageous.

The cooling device according to the second aspect of the present invention has the above-described structure, so that the same effect as that of the cooling device according to the first aspect can be obtained. A simple compression refrigeration cycle can cool the heat-generating equipment independently of the vehicle interior cooling, that is, a system that can sufficiently cool the heat-generating equipment and minimize deterioration of fuel efficiency Can be realized, which is a very excellent effect.

In the cooling device according to claim 3 of the present invention,
With the above-described configuration, when the demand for cooling in the vehicle is not high or when cooling is not required, the compressor is stopped by reducing the operating load by performing cooling of the heating device in the absorption refrigeration cycle unit. Thus, it is possible to easily control the cooling system in accordance with the running state of the vehicle and the air-conditioning state in the vehicle. In other words, it is easy to control the cooling system so as to maximize the fuel efficiency. Which is a very excellent effect.

In the cooling device according to claim 4 of the present invention,
With the above-described configuration, it is possible to efficiently collect exhaust heat, easily perform design adjustment of the entire vehicle system, and also reduce exhaust noise by using an exhaust pipe downstream of the catalyst. Is very advantageous.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings.

FIG. 1 to FIG. 3 show an embodiment of a cooling device according to the present invention.

As shown in FIG. 1, the cooling device 1 comprises an evaporator 21 and an absorber 2 containing a solution containing an absorbent for absorbing the refrigerant vapor evaporated by the evaporator 21.
2, a regenerator 23 for extracting a refrigerant vapor by heating a part of the solution to recover the absorbent concentration in the solution, and a condenser 24 for condensing the extracted refrigerant vapor and supplying it to the evaporator 21. An absorption refrigeration cycle unit 2 used for cooling the interior of the vehicle is provided.
1, regenerator 23 of absorption refrigeration cycle unit 2, heater core 3
2, an engine cooling cycle section 3 circulating through a radiator 33, and an exhaust heat recovery mechanism 4 between the engine 31 and the regenerator 23 and between the engine 31 and the muffler 11.

As shown in FIG. 2, the exhaust heat recovery mechanism 4 includes an inner shell (exhaust pipe) disposed downstream of the catalytic converter 12 so as to introduce exhaust gas from the engine 31 through the catalytic converter 12. An outer shell (cooling water jacket) 42 having a flow path 42a disposed around the inner shell 41 for introducing cooling water from the engine 31 and flowing the cooling water to the regenerator 23 of the absorption refrigeration cycle unit 2. And a thermoelectric conversion module 44 for converting heat and electric power by the Seebeck effect or the Peltier effect, which is sandwiched between the inner shell 41 and the outer shell 42 via an insulator 43.

The reason why the exhaust heat recovery mechanism 4 is installed between the muffler 11 and the catalytic converter 12 downstream of the engine 31 and between the engine 31 and the regenerator 23 is as follows.
If the exhaust heat recovery mechanism 4 is installed upstream of the catalytic converter 12, the exhaust gas is cooled before the catalytic converter 12 and the catalytic reaction becomes insufficient, causing a problem that harmful exhaust is discharged. In addition, there is a problem that the inner shell 41 itself is corroded due to dew condensation caused by a decrease in exhaust temperature in the inner shell 41. On the other hand, if the exhaust heat recovery mechanism 4 is installed downstream of the muffler 11, sufficient exhaust heat This is because there is a problem that cannot be recovered.

Inside the inner shell 41, heat collecting fins 41a for promoting heat exchange with the exhaust gas are provided along the flow of the exhaust gas. The shape of these heat collecting fins 41a reduces the pressure loss of the exhaust gas. The determination is made in consideration of the conversion efficiency and the number of thermoelectric conversion modules 44 to be installed.

The outer shell 42 includes two half shells 4.
2A and 42A are connected by bolts 47,
The high-temperature end 44a of the thermoelectric conversion module 44 is in contact with the outer surface of the inner shell 41, and the low-temperature end 44b is in contact with the inner surface of the half shell 42A of the outer shell 42. By applying a current to the thermoelectric conversion module 44 and flowing a current, the heat depending on the amount of current is removed from the inner shell 41 and radiated to the half shell 42A of the outer shell 42 based on the Peltier effect of the thermoelectric conversion module 44. That is, heat exchange between the exhaust gas of the engine 31 and the cooling water of the engine 31 is performed.

In the cooling device 1 according to this embodiment,
Absorption type refrigeration cycle unit 2 used for the above-described vehicle interior cooling
Separately, a compressor 51, a condenser 52, a receiver 53, a pressure reducing valve 54, and a compression refrigeration cycle unit 5 including a heating device cooler 55 are provided. In this case, the heating device 56 is a hybrid type. Examples include a car control inverter unit, a drive motor, a power generation motor, and a battery.

Here, the heat removal characteristics of the thermoelectric conversion module 44 will be described.

The high-temperature end 44 of the thermoelectric conversion module 44 which comes into contact with the outer surface of the inner shell 41 of the exhaust heat recovery mechanism 4
a is set to 80 ° C. and the low-temperature end 4 of the thermoelectric conversion module 44 is brought into contact with the inner surface of the outer shell 42.
4b is set to 79 ° C. (thermoelectric conversion module 4
4), and drive current of the thermoelectric conversion module 44 is changed from -5 A to +10 A.
And the amount of heat removed by the thermoelectric conversion module 44 is measured, and as shown in FIG.
4 and converted to the apparent thermal conductance.

When the drive current in the region A in FIG. 3 is negative, the apparent thermal conductance becomes negative, and heat is transferred from the lower temperature outer shell 42 to the higher temperature inner shell 41. On the other hand, when the polarity of the drive current is inverted to make the drive current in the region C in FIG. 3 positive, the apparent thermal conductance also becomes positive, indicating that heat is transferred from the inner shell 41 to the outer shell 42. .

That is, in the case of about 5 A or more, the heat conductance measured using a copper plate having the same shape as that of the thermoelectric conversion module 44 can be exceeded, and the heat exchange structure using a copper plate instead of the thermoelectric conversion module 44 This indicates that the heat conduction capacity is higher than that of the vessel.

This is because when the engine 31 is started,
Even when the inner shell 41 as the exhaust pipe is not sufficiently heated and the temperature difference between the inner shell 41 and the cooling water of the engine 31 is extremely small, the drive current is applied to move the inner shell 41 side to the outer shell 42 side. Indicates that the heat can be forcibly removed.

Further, by changing the amount of the drive current, the thermal conductance, which can be referred to as a heat removal capability, can be controlled. The high temperature exhaust from the engine 31 causes the temperature of the inner shell 41 to start rising, and the outer shell 42
When the temperature difference between the outer shell 42 and the inner shell 41 increases, the heat moves from the inner shell 41 side to the outer shell 42 side without applying the driving current.
Can be said to be a heat exchanger employing the thermoelectric conversion module 44 which is a heat conductor, so that the heat recovery efficiency depends on the true thermal conductance of the thermoelectric conversion module 44.

Further, as heat is recovered from the exhaust gas of the engine 31 to the cooling water of the engine 31, the temperature of the exhaust gas gradually decreases toward the downstream side of the inner shell 41. A plurality of types can be used for 44. That is, a high-temperature thermoelectric conversion module 44 having high characteristics in a high-temperature region is used on the upstream side of the inner shell 41.
Downstream, a thermoelectric conversion module for low temperature 44 having high characteristics in a high temperature region can be used.

In the exhaust heat recovery mechanism 4 in which the high-temperature thermoelectric conversion module 44 and the low-temperature thermoelectric conversion module 44 are installed as described above, the driving power of the module 44 is set to 0.6.
kW is applied, and after the engine 31 starts, the temperature of the inner shell 41 rises to 120 ° C. and the engine 31
When the temperature of the cooling water reaches 40 ° C., about 5 kW of heat can be transferred from the inner shell 41 side to the outer shell 42 side.

Therefore, the amount of heat can be forcibly transferred to the cooling water of the engine 31 when the temperature of the inner shell 41 is not sufficiently increased when the engine 31 is started.

Further, in order to improve the heat recovery efficiency, the shape of the heat collecting fins 41a of the inner shell 41 can be changed. The thickness of the upstream side may be increased or the inner shell 41 and the thermoelectric conversion module 4
4, a metal thick plate can be installed. When the temperature of the inner shell 41 is sufficiently high and it is not necessary to apply the control power, the power may be generated depending on the temperature difference generated at both ends of the thermoelectric conversion module 44 based on the Seebeck effect. it can.

In the cooling device 1 described above, the absorption refrigeration cycle unit 2 used for cooling the interior of the vehicle includes the engine 31
Cooling water (warm water generated by heating by the engine 31)
When the regenerator 23 is heated by, the solution in the absorber 22 absorbs the refrigerant vapor, and the evaporator 21 is cooled by the latent heat due to the evaporation of the refrigerant,
The outside air blown by the blower fan 25 is cooled when passing through the evaporator 21, and the resulting cool air is mixed and adjusted by the air mix door 26 with the warm air passing through the heater core 32 so as to have an appropriate temperature. The air is sent from the duct 27 into the vehicle through the air conditioning outlet 27a.

In the absorber 22, the absorbent solution is supplied to the pipe 22a.
, And the refrigerant vapor evaporated by the evaporator 21 in the absorber 22 is absorbed by the absorbent solution, and the heat of the absorption raises the temperature of the solution. Since the cooling capacity of the evaporator 21 decreases with the increase in the temperature of the solution due to the rise in the temperature of the solution, cooling water is supplied to the pipe 22b for cooling. This pipe 22b
The cooling water that has flowed out reaches the radiator 29 via the condenser 24 and the pump 28A and dissipates heat. Further, the absorbent solution having absorbed the refrigerant is supplied to the pump 28
The refrigerant solution introduced into the regenerator 23 through B and heated by the pipe 23a and from which the refrigerant vapor is extracted is supplied to the absorber 2
The refrigerant vapor is again sprayed from the second pipe 22 a, while the extracted refrigerant vapor is condensed in the condenser 24 and sent to the evaporator 21.

The heating in the regenerator 23 is performed by the engine 3
The hot water that has cooled 1 is further heated by passing through the valve 34 and the outer shell 42 of the exhaust heat recovery mechanism 4 and introduced into the pipe 23a. This pipe 2
3a is connected to a heater core 32 for heating dehumidified and cooled air at an appropriate temperature downstream of the evaporator 21. Hot water that has cooled the engine 31 is partially radiated by the heater core 32 and then further radiated by a radiator 33. The cooling water of the engine 31 cooled by the pump 31 is supplied again to the cooling water passage of the engine 31 by the pump 35.

Since the above-mentioned cooling device 1 is provided with the exhaust heat recovery mechanism 4, the absorption refrigeration cycle unit 2 using both the exhaust heat of the cooling water of the engine 31 and the exhaust heat of the engine 31 as a driving heat source enables the interior of the vehicle to be cooled. In addition, by controlling the driving power of the thermoelectric conversion module 44 of the exhaust heat recovery mechanism 4, the efficiency of recovering the exhaust heat can be significantly improved.

It is also possible to variably control the exhaust heat recovery efficiency as required. For example, the engine 31 serving as a heat source for driving the absorption refrigeration cycle unit 2 at the time of starting the engine 31 or running at a low speed. When the temperature of the cooling water is low and rapid cooling is required, the exhaust heat can be recovered and the temperature of the cooling water can be quickly raised, thus improving the start-up performance of the cooling. It will be.

On the other hand, when cooling is not required, the drive power of the thermoelectric conversion module 44 of the exhaust heat recovery mechanism 4 can be reduced to reduce the exhaust heat recovery efficiency. Since the collection efficiency can be controlled by the electric power supplied to the thermoelectric conversion module 44, the required cooling in the vehicle can be controlled simply and efficiently regardless of the running state of the vehicle.

Furthermore, even during heating during low-speed running,
The cooling water of the engine 31 supplied to the heater core 32 can be quickly raised to a sufficient temperature. In addition, since the absorption refrigeration cycle unit 2 can also be operated with a heat pump, more powerful heating can be performed. Becomes

In this case, as shown in FIG. 4, a heat insulating material 4 is provided on the outer surface of the outer shell 42 in the exhaust heat recovery mechanism 4.
5, the exhaust heat recovery mechanism 4 may be operated as a heat storage device by filling the flow path 42a of the outer shell 42 with a spherical heat storage material 46. The heat storage material 46 may be a spherical resin capsule. A latent heat storage material in which stearic acid or paraffin is sealed, a heat storage material in which water is similarly sealed in a spherical resin capsule, or a sensible heat storage material made of glass or resin beads can be appropriately used.

When the running is stopped, the three-way valve 3
By adjusting the temperature of 4, 36, the cooling water of the warm engine 31 is confined in the outer shell 42 of the exhaust heat recovery mechanism 4, and the drive power of the thermoelectric conversion module 44 is controlled to rapidly charge and maintain the temperature. It can be used.
Here, when the heat storage function is emphasized, it is desirable to install the thermoelectric conversion module 44 having a small true thermal conductance. The stored heat energy can be used as a heat source of the absorption refrigeration cycle unit 2 when the driving heat source is insufficient at the next start of the engine 31 or at the time of waiting for a signal, and also heating the interior of the vehicle at the start. And for preheating the catalytic converter.

In this embodiment, apart from the absorption refrigeration cycle unit 2 used for cooling the interior of the vehicle, a compressor 51,
The condenser 52 includes a condenser 52, a receiver 53, a pressure reducing valve 54, and a compression refrigeration cycle unit 5 including a heat-generating device cooler 55. The heating device cooler 5 is adjusted to an appropriate pressure flow rate by the pressure reducing valve 54.
5 and the refrigerant that has been vaporized by the heat-generating device cooler 55 is compressed again by the compressor 51, so that the operating load of the heat-generating device 56, such as the ratio of running by the engine in a hybrid vehicle, is high. In the case of a vehicle system having a small value, the driving energy of the compressor 51 may be small, so that the fuel efficiency is improved.

Further, the necessity of cooling the heating device 56 related to the running state and the cooling / heating of the vehicle interior irrelevant to the running state are two.
Controlled by two independent cooling cycles,
The control becomes easy, and in addition, the provision of the exhaust heat recovery mechanism 4 enables the absorption refrigeration cycle unit 2 which requires cooling and heating regardless of the running state to be controlled as required.

FIG. 5 shows another embodiment of the cooling device according to the present invention. As shown in FIG.
1 indicates that the refrigerant flowing out of the condenser 24 is heated by the evaporator 21 and the compression refrigeration cycle unit 5 in the middle of piping from the condenser 24 to the evaporator 21 and the middle of piping from the evaporator 21 to the absorber 22 in the absorption refrigeration cycle unit 2. Valve 6 circulating both sides of equipment cooler 55
2, 63 are provided, and other configurations are the same as those of the cooling device 1 of the previous embodiment.

In the cooling device 61, when the in-vehicle cooling is not required, the heating device 56 can be cooled by the refrigerant of the absorption refrigeration cycle unit 2, and as a result, the fuel efficiency is improved.

The driving power of the thermoelectric conversion module 44 constituting the exhaust heat recovery mechanism 4 of the cooling devices 1 and 61 is as follows.
The temperature inside the vehicle, the temperature set in the air conditioner, and the temperature of the engine coolant flowing through the outer shell 42 can be controlled as input signals. For example, when the difference between the in-vehicle temperature and the set temperature of the air conditioner is large, a driving heat source for the absorption refrigeration cycle unit 2 is required. In this case, engine cooling flowing through the outer shell 42 following low load traveling is continued. When the water temperature does not rise, the drive power of the thermoelectric conversion module 44 is increased to increase the efficiency of exhaust heat recovery. On the other hand, in a situation where the drive heat source of the absorption refrigeration cycle unit 2 is required, the outer shell is driven by high load running or the like. When the temperature of the engine cooling water flowing through the
It is possible to control the engine cooling water temperature to an appropriate value by reducing or cutting the drive power of No. 4.

That is, by controlling the exhaust heat recovery efficiency with the driving power, it is possible to avoid excessively consuming the power and heating the engine cooling water when it is not necessary.

In the exhaust heat recovery mechanism 4 described above, when the driving power of the thermoelectric conversion module 44 is cut, the heat insulation from the inner shell 41 to the outer shell 42 can be made high, while the driving power is reduced. By increasing the number of heat exchangers, it is possible to obtain a heat exchanger having excellent thermal conductivity equal to or higher than that of a metal plate. When the heat exchanger is used as a heat accumulator, the cooling water of the warm engine 31 is confined in the outer shell 42 as described above. By forcibly transmitting heat to the cooling water of the outer shell 42 from the inner shell 41 side, rapid charging becomes possible. The drive power of the thermoelectric conversion module 44 can also be controlled by inputting external information displayed on a car navigation system or the like as an input signal. For example, information arriving at a destination or exhaust heat on an uphill road increases. The driving heat source can be stored in advance based on the road information.

Further, when no drive current is applied to the thermoelectric conversion module 44, the exhaust heat recovery mechanism 4 generates power depending on the temperature difference between the inner shell contact end face and the outer shell contact end face of the thermoelectric conversion module 44. When it is not necessary to actively control the exhaust heat recovery mechanism 4, the generated power can be charged.
In a series-type hybrid in which the vehicle runs almost on electric power, the engine is dedicated to the function of driving the generator motor, and the engine is operated steadily with the best fuel efficiency. In this case, the calorific value of the engine cooling water and the exhaust heat are also stable, so there is no need for strict control of the exhaust heat recovery efficiency, such as a small requirement for cooling in the vehicle. It can be used when the module 44 needs to be driven or for driving a pump in the absorption refrigeration cycle unit 2 and a blower pump for air conditioning.

The detailed configuration of the cooling device according to the present invention is as follows.
The present invention is not limited to the above embodiment.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an embodiment of a cooling device according to the present invention.

FIG. 2 is an exploded perspective view (a) and a cross-sectional view (b) of an exhaust heat recovery mechanism in the cooling device shown in FIG.

FIG. 3 is a graph showing the thermal conductance characteristics of the thermoelectric conversion module of the exhaust heat recovery mechanism in FIG.

FIG. 4 is an explanatory cross-sectional view showing another example of the configuration of the exhaust heat recovery mechanism in FIG. 2;

FIG. 5 is a block diagram showing another embodiment of the cooling device according to the present invention.

[Explanation of symbols]

 1, 61 cooling device 2 absorption refrigeration cycle unit 21 evaporator 22 absorber 23 regenerator 24 condenser 3 engine cooling cycle unit 31 engine 32 heater core 33 radiator 4 exhaust heat recovery mechanism 41 inner shell (exhaust pipe) 41 42 outer shell (cooling water) Jacket) 44 Thermoelectric conversion module 44a High-temperature end of thermoelectric conversion module 44b Low-temperature end of thermoelectric conversion module 5 Compression refrigeration cycle unit 51 Compressor 52 Capacitor 53 Receiver 54 Pressure reducing valve 55 Heating equipment cooler 12 Catalytic converter

Claims (4)

[Claims] 1. An evaporator, an absorber containing a solution containing an absorbent for absorbing the refrigerant vapor evaporated by the evaporator, and a refrigerant vapor extracted by heating a part of the solution to absorb the refrigerant vapor. A regenerator for recovering the agent concentration, and an absorption refrigeration cycle unit having a condenser for condensing the extracted refrigerant vapor and supplying it to the evaporator, as well as an engine, a regenerator for the absorption refrigeration cycle unit, a heater core, In a cooling device provided with an engine cooling cycle section that circulates a radiator, an exhaust pipe, a cooling water jacket disposed around the exhaust pipe, and an exhaust pipe sandwiched between the exhaust pipe and the cooling water jacket and having a high-temperature end. Heat exchange between the engine exhaust and the engine cooling water by providing a thermoelectric conversion module located on the surface side of the engine and having a low-temperature end located on the surface side of the cooling water jacket. A cooling device comprising an exhaust heat recovery mechanism for performing a heat exchange. 2. The cooling device according to claim 1, further comprising a compressor, a condenser, a receiver, a pressure reducing valve, and a compression refrigeration cycle unit including a heat-generating device cooler. 3. The refrigerant flowing out of the condenser is supplied to both the evaporator and the heat-generating device cooler of the compression type refrigeration cycle part during the piping from the condenser to the evaporator and the piping from the evaporator to the absorber in the absorption refrigeration cycle part. 3. The cooling device according to claim 2, further comprising a circulating valve. 4. An exhaust pipe of an exhaust heat recovery mechanism is arranged downstream of the catalytic converter to introduce exhaust gas from the catalytic converter, while introducing cooling water from the engine and a regenerator of the absorption refrigeration cycle section. 4. The cooling device according to claim 1, wherein a cooling jacket is disposed between the engine and the regenerator so that cooling water flows through the cooling jacket.