JP2020157846A - On-vehicle temperature adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform efficient heating while suppressing consumption of electric energy even in a low temperature environment. SOLUTION: A first heat circuit 3 including a first radiator 32 and a first heat exchanger 27, a second heat circuit 4 including a second radiator 42 and a second heat exchanger 22, first and second heat. The refrigeration circuit 2 including the circuits 3 and 4, the first and second connection flow paths 82 and 83 for connecting the first and second heat circuits 3 and 4, and the flow state control device 81 are provided, and the first and second connections are provided. The flow paths 82 and 83 are configured so that the radiator 32 is arranged in the flow path of the first heat circuit 3 between them and the radiator 42 is arranged in the flow path of the second heat circuit 4 between them, and is distributed. In the state control device 81, the heat medium circulating in the first heat circuit 3 flows through only the radiator 32 among the radiators 32 and 42, and the heat medium circulating in the first heat circuit 3 flows through the radiators 32 and 42. The state of flow is switched between the state of flowing through both of. [Selection diagram] Fig. 1

Description

The present disclosure relates to an in-vehicle temperature control device.

Conventionally, an in-vehicle temperature control device including a freezing circuit, a low temperature circuit, and a high temperature circuit has been proposed (for example, Patent Document 1). The refrigeration circuit is configured to realize a refrigeration cycle by circulating the refrigerant. The low temperature circuit consists of a heat exchanger that exchanges heat with heat generating equipment such as a power control unit (PCU) and motor generator (MG), and a radiator that exchanges heat between the cooling water circulating in the low temperature circuit and the outside air. Has. The high temperature circuit has a heater core that heats the interior of the vehicle by exchanging heat between the cooling water circulating in the high temperature circuit and the outside air.

In such an in-vehicle temperature control device, the refrigerating circuit and the low temperature circuit share one chiller, and this chiller transfers heat from the cooling water of the low temperature circuit to the refrigerant of the refrigerating circuit to evaporate the refrigerant. Further, the refrigeration circuit and the high temperature circuit share one capacitor, and this capacitor transfers heat from the refrigerant of the refrigeration circuit to the cooling water of the high temperature circuit to condense the refrigerant.

Japanese Unexamined Patent Publication No. 2015-186989

By the way, in such an in-vehicle temperature control device, when heating the interior of the vehicle, the outside air heat is absorbed by the cooling water through the radiator of the low temperature circuit, and the heat is released to the interior of the vehicle through the heater core. Therefore, in order for the cooling water flowing through the radiator of the low temperature circuit to absorb the outside air heat, the cooling water of the low temperature circuit needs to be cooled so that the cooling water temperature is lower than the outside temperature.

However, when heating is performed in a state where the outside air temperature is low, the cooling water of the low temperature circuit is cooled so that the water temperature becomes lower than the outside air temperature, and as a result, the viscosity of the cooling water of the low temperature circuit increases. Therefore, the flow rate of the cooling water flowing through the entire low temperature circuit is reduced, and the flow rate of the cooling water flowing through the radiator of the low temperature circuit is also reduced, so that the amount of heat absorbed from the outside air by the radiator is reduced. As a result, the radiator of the low temperature circuit may not be able to sufficiently absorb heat from the outside air, and sufficient heat may not be supplied from the low temperature circuit to the high temperature circuit via the refrigeration circuit. In this case, the heating performance deteriorates, for example, the effectiveness of heating becomes slower.

Further, for example, an electric heater is mounted upstream of the heater core of the high temperature circuit, and the heating is supplemented by the electric heater during heating in such a low temperature environment, or as a pump for circulating cooling water in the low temperature circuit, a high discharge flow rate is provided. It is conceivable to use a pump. However, the use of an electric heater or a pump with a high discharge flow rate consumes a large amount of electric power, which causes deterioration of electric cost such as a decrease in mileage.

In view of the above problems, an object of the present disclosure is to provide an in-vehicle temperature control device capable of performing efficient heating while suppressing consumption of electric energy even in a low temperature environment.

The gist of this disclosure is as follows.

(1) A first heat circuit including a first radiator for heat exchange with the atmosphere and a first heat exchanger, and a first heat circuit configured to circulate a heat medium through these, and a first heat exchange with the atmosphere. A second heat circuit provided with two radiators and a second heat exchanger, and the heat medium is configured to circulate through them, and a heat medium circulating in the first heat circuit to a refrigerant. The first heat exchanger, which absorbs heat to evaporate the refrigerant, and the second heat exchanger, which dissipates heat from the refrigerant to a heat medium circulating in the second heat circuit and condenses the refrigerant. A refrigeration circuit configured to realize a refrigeration cycle by circulating the refrigerant through these, a first connection flow path for connecting the first heat circuit and the second heat circuit, and a first connection flow path, respectively. A second connecting flow path and a flow state control device configured to switch the flow state of the heat medium are provided, and the first connecting flow path and the second connecting flow path are the said between them. The first radiator is arranged in the flow path of the first heat circuit, and the second radiator is arranged in the flow path of the second heat circuit between them. The state in which the heat medium circulating in the first heat circuit flows only through the first radiator of the first radiator and the second radiator, and the heat medium circulating in the first heat circuit are located in parallel. An in-vehicle temperature control device that switches the state of flow between the state of flowing through both the first radiator and the state of flowing through the second radiator.

According to the present disclosure, it is possible to perform efficient heating while suppressing the consumption of electric energy even in a low temperature environment.

FIG. 1 is a configuration diagram schematically showing an in-vehicle temperature control device according to an embodiment. FIG. 2 is a configuration diagram schematically showing an air passage for air conditioning of a vehicle equipped with an in-vehicle temperature control device. FIG. 3 is a diagram schematically showing a vehicle equipped with an in-vehicle temperature control device. FIG. 4 shows an operating state when the vehicle-mounted temperature control device is operating in the stop mode. FIG. 5 shows an operating state when the vehicle-mounted temperature control device is operating in the cooling mode. FIG. 6 shows an operating state when the vehicle-mounted temperature control device is operating in the first heating mode. FIG. 7 shows an operating state when the vehicle-mounted temperature control device is operating in the second heating mode. FIG. 8 is a flowchart showing a control routine of the in-vehicle temperature control device. FIG. 9 is a flowchart showing a control routine in the heating mode.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the following description, similar components are given the same reference number.

≪Configuration of in-vehicle temperature control device≫
The configuration of the vehicle-mounted temperature control device 1 according to the first embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a configuration diagram schematically showing an in-vehicle temperature control device 1. In the present embodiment, the in-vehicle temperature control device 1 is mounted on an electric vehicle driven by a motor in particular.

The in-vehicle temperature control device 1 includes a refrigeration circuit 2, a low temperature circuit (first heat circuit) 3, a high temperature circuit (second heat circuit) 4, and a control device 5.

First, the refrigeration circuit 2 will be described. The refrigerating circuit 2 includes the compressor 21, the refrigerant pipe 22a of the condenser 22, the receiver 23, the first expansion valve 24, the second expansion valve 25, the evaporator 26, the refrigerant pipe 27a of the chiller 27, the first electromagnetic regulating valve 28, and the second electromagnetic wave. A regulating valve 29 is provided. The refrigeration circuit 2 is configured to realize a refrigeration cycle by circulating the refrigerant through these components. As the refrigerant, any substance generally used as a refrigerant in the refrigeration cycle, such as hydrofluorocarbon (for example, HFC-134a), is used.

The freezing circuit 2 is divided into a freezing basic flow path 2a, an evaporator flow path 2b, and a chiller flow path 2c. The evaporator flow path 2b and the chiller flow path 2c are provided in parallel with each other and are connected to the freezing basic flow path 2a, respectively.

In the freezing basic flow path 2a, the compressor 21, the refrigerant pipe 22a of the condenser 22, and the receiver 23 are provided in this order in the refrigerant circulation direction. In the evaporator flow path 2b, the first electromagnetic regulating valve 28, the first expansion valve 24, and the refrigerant pipe 27a of the evaporator 26 are provided in this order in the refrigerant circulation direction. In addition, the chiller flow path 2c is provided with the second electromagnetic regulating valve 29, the second expansion valve 25, and the chiller 27 in this order.

Refrigerant flows through the freezing basic flow path 2a regardless of whether the first electromagnetic regulating valve 28 and the second electromagnetic regulating valve 29 are opened or closed. When the refrigerant flows through the freezing basic flow path 2a, the refrigerant flows through these components in the order of the compressor 21, the refrigerant pipe 22a of the condenser 22, and the receiver 23. Refrigerant flows through the evaporator flow path 2b when the first electromagnetic regulating valve 28 is open. When the refrigerant flows through the evaporator flow path 2b, the refrigerant flows through these components in the order of the first electromagnetic regulating valve 28, the first expansion valve 24, and the refrigerant pipe 27a of the evaporator 26. Refrigerant flows through the chiller flow path 2c when the second electromagnetic regulating valve 29 is open. When the refrigerant flows through the chiller flow path 2c, the refrigerant flows through these components in the order of the second electromagnetic regulating valve 29, the second expansion valve 25, and the chiller 27.

The compressor 21 functions as a compressor that compresses the refrigerant and raises the temperature. In the present embodiment, the compressor 21 is an electric type, and its discharge capacity can be changed steplessly by adjusting the power supply to the compressor 21. In the compressor 21, the low-temperature, low-pressure, mainly gaseous refrigerant flowing out of the evaporator 26 or the chiller 27 is compressed adiabatically to become a high-temperature, high-pressure, mainly gaseous refrigerant. It can be changed.

The condenser 22 includes a refrigerant pipe 22a and a cooling water pipe 22b. The condenser 22 is an example of a second heat exchanger that discharges heat from the refrigerant to the cooling water of the high temperature circuit 4 to condense the refrigerant. In the present embodiment, the condenser 22 exchanges heat between the refrigerant flowing through the refrigerant pipe 22a and the cooling water flowing through the cooling water pipe 22b described later, and transfers heat from the refrigerant to the cooling water. The refrigerant pipe 22a of the condenser 22 functions as a condenser that condenses the refrigerant in the refrigeration cycle. Further, in the refrigerant pipe 22a of the capacitor 22, the high-temperature, high-pressure, mainly gaseous refrigerant flowing out of the compressor 21 is cooled isotropically to become a high-temperature, high-pressure, mainly liquid refrigerant. It can be changed.

The receiver 23 stores the refrigerant condensed by the refrigerant pipe 22a of the condenser 22. Further, since the condenser 22 cannot necessarily liquefy all the refrigerant, the receiver 23 is configured to separate gas and liquid. Only the liquid refrigerant from which the gaseous refrigerant is separated flows out from the receiver 23. In the refrigeration circuit 2, instead of having the receiver 23, a subcool type capacitor having a built-in gas-liquid separator may be used as the capacitor 22.

The first expansion valve 24 and the second expansion valve 25 function as an expander for expanding the refrigerant. The first expansion valve 24 and the second expansion valve 25 are provided with a passage having a small diameter, and the pressure of the refrigerant is sharply reduced by spraying the refrigerant from the passage having a small diameter. The first expansion valve 24 sprays the liquid refrigerant supplied from the receiver 23 into the evaporator 26 in the form of mist. Similarly, the second expansion valve 25 sprays the liquid refrigerant supplied from the receiver 23 into the refrigerant pipe 27a of the chiller 27 in the form of mist. In the first expansion valve 24 and the second expansion valve 25, the high-temperature and high-pressure liquid refrigerant flowing out of the receiver 23 is depressurized and partially vaporized to be transformed into a low-temperature and low-pressure mist-like refrigerant. .. The expansion valve may be a mechanical expansion valve having a fixed degree of superheat (superheat) or an electric expansion valve whose degree of superheat can be adjusted. Further, if the refrigerant can be expanded to reduce the pressure, another device such as an ejector may be used as the expansion portion instead of the first expansion valve 24 and the second expansion valve 25.

The evaporator 26 functions as an evaporator that evaporates the refrigerant. Specifically, the evaporator 26 absorbs heat from the air around the evaporator 26 to the refrigerant to evaporate the refrigerant. Therefore, in the evaporator 26, the low-temperature / low-pressure mist-like refrigerant flowing out of the first expansion valve 24 is changed to a low-temperature / low-pressure gaseous refrigerant by evaporating. As a result, the air around the evaporator 26 is cooled, and the passenger compartment is cooled.

The chiller 27 includes a refrigerant pipe 27a and a cooling water pipe 27b. The chiller 27 is an example of a first heat exchanger that absorbs heat from the cooling water of the low temperature circuit 3 described later to the refrigerant and evaporates the refrigerant. In the present embodiment, the chiller 27 exchanges heat between the cooling water flowing through the cooling water pipe 27b and the refrigerant flowing through the refrigerant pipe 27a, which will be described later, and transfers heat from the cooling water to the refrigerant. The refrigerant pipe 27a of the chiller 27 functions as an evaporator for evaporating the refrigerant. Further, in the refrigerant pipe 27a of the chiller 27, the low-temperature / low-pressure mist-like refrigerant flowing out of the second expansion valve 25 is changed to a low-temperature / low-pressure gaseous refrigerant by evaporation. As a result, the cooling water of the low temperature circuit 3 is cooled.

The first electromagnetic regulating valve 28 and the second electromagnetic regulating valve 29 are used to change the flow mode of the refrigerant in the refrigerating circuit 2. As the opening degree of the first electromagnetic regulating valve 28 increases, the amount of refrigerant flowing into the evaporator flow path 2b increases, and thus the amount of refrigerant flowing into the evaporator 26 increases. Further, as the opening degree of the second electromagnetic regulating valve 29 increases, the amount of refrigerant flowing into the chiller flow path 2c increases, and thus the amount of refrigerant flowing into the chiller 27 increases. In the present embodiment, the first electromagnetic regulating valve 28 is configured as a valve whose opening degree can be adjusted, but it may be an on-off valve that can be switched between an open state and a closed state. .. Further, instead of the first electromagnetic regulating valve 28 and the second electromagnetic regulating valve 29, the refrigerant from the freezing basic flow path 2a is selectively flowed into only the evaporator flow path 2b, only the chiller flow path 2c, and / or both. A three-way valve that can be provided may be provided. Therefore, if the flow rates flowing from the freezing basic flow path 2a into the evaporator flow path 2b and the chiller flow path 2c can be adjusted, any valve is provided in place of the first electromagnetic adjustment valve 28 and the second electromagnetic adjustment valve 29. May be good.

Next, the low temperature circuit 3 will be described. The low temperature circuit 3 includes a first pump 31, a cooling water pipe 27b of a chiller 27, a low temperature radiator 32, a first three-way valve 33, a second three-way valve 34, a battery heat exchanger 35, an MG heat exchanger 36, and a PCU heat exchanger. 37 is provided. In the low temperature circuit 3, the cooling water circulates through these components. The cooling water is an example of a heat medium, and any other heat medium may be used instead of the cooling water in the low temperature circuit 3.

The low temperature circuit 3 is divided into a low temperature basic flow path 3a, a low temperature radiator flow path 3b, and a high temperature device flow path 3c. The low temperature radiator flow path 3b and the high temperature device flow path 3c are provided in parallel with each other and are connected to the low temperature basic flow path 3a, respectively.

In the low temperature basic flow path 3a, the first pump 31, the cooling water pipe 27b of the chiller 27, and the battery heat exchanger 35 are provided in this order in the cooling water circulation direction. Further, a bypass flow path 3d provided so as to bypass the battery heat exchanger 35 is connected to the low temperature basic flow path 3a. In the present embodiment, one end of the bypass flow path 3d is connected between the chiller 27 and the battery heat exchanger 35 in the cooling water circulation direction, and the other end is connected to the downstream side of the battery heat exchanger 35. The parts are connected. A first three-way valve is provided at the connection portion between the low temperature basic flow path 3a and the bypass flow path 3d.

Further, a low temperature radiator 32 is provided in the low temperature radiator flow path 3b. The MG heat exchanger 36 and the PCU heat exchanger 37 are provided in this order in the high temperature equipment flow path 3c in the cooling water circulation direction. The high temperature device flow path 3c may be provided with a heat exchanger that exchanges heat with high temperature devices other than MG and PCU. A second three-way valve 34 is provided between the low temperature basic flow path 3a, the low temperature radiator flow path 3b, and the high temperature equipment flow path 3c.

The first pump 31 pumps the cooling water circulating in the low temperature circuit 3. In the present embodiment, the first pump 31 is an electric water pump, and its discharge capacity can be changed steplessly by adjusting the power supply to the first pump 31.

The low temperature radiator 32 is a heat exchanger that exchanges heat between the cooling water circulating in the low temperature circuit 3 and the outside air (outside air) of the vehicle 100. The low temperature radiator 32 dissipates heat from the cooling water to the outside air when the temperature of the cooling water is higher than the temperature of the outside air, and absorbs heat from the outside air to the cooling water when the temperature of the cooling water is lower than the temperature of the outside air. It is composed.

The first three-way valve 33 is configured so that the cooling water flowing out from the cooling water pipe 27b of the chiller 27 is selectively circulated between the battery heat exchanger 35 and the bypass flow path 3d. In the low temperature basic flow path 3a, when the first three-way valve 33 is set on the battery heat exchanger 35 side, the cooling water is in the order of the first pump 31, the cooling water pipe 27b of the chiller 27, and the battery heat exchanger 35. It flows through these components. On the other hand, when the first three-way valve 33 is set on the bypass flow path 3d side, the cooling water does not flow to the battery heat exchanger 35, so that it flows only through the first pump 31 and the chiller 27.

The second three-way valve 34 is configured so that the refrigerant flowing out from the low temperature basic flow path 3a is selectively circulated between the low temperature radiator flow path 3b and the high temperature equipment flow path 3c. When the second three-way valve 34 is set on the low temperature radiator flow path 3b side, the cooling water flowing out from the low temperature basic flow path 3a flows through the low temperature radiator 32. On the other hand, when the second three-way valve 34 is set on the high temperature equipment flow path 3c side, the cooling water flowing out from the low temperature basic flow path 3a connects these components in the order of the MG heat exchanger 36 and the PCU heat exchanger 37. It flows through. In addition, when the second three-way valve 34 can be set so that the cooling water flows to both, a part of the cooling water flowing out from the low temperature basic flow path 3a flows through the low temperature radiator 32, and the rest is MG. The heat exchanger 36 and the PCU heat exchanger 37 flow through these components in this order.

If the flow rate of the cooling water flowing into the battery heat exchanger 35 and the bypass flow path 3d can be adjusted appropriately, another adjusting device such as an adjusting valve or an on-off valve may be used instead of the first three-way valve 33. May be done. Similarly, if the flow rates of the cooling water flowing into the low-temperature radiator flow path 3b and the high-temperature equipment flow path 3c can be adjusted appropriately, other adjusting devices such as an adjusting valve and an on-off valve can be used instead of the second three-way valve 34. May be used.

The battery heat exchanger 35 is configured to exchange heat with the battery (not shown) of the vehicle 100. Specifically, the battery heat exchanger 35 includes, for example, a pipe provided around the battery, and is configured such that heat exchange is performed between the cooling water flowing through the pipe and the battery.

The MG heat exchanger 36 is configured to exchange heat with a motor generator (MG, not shown) of the vehicle 100. Specifically, the MG heat exchanger 36 is configured so that heat exchange is performed between the oil flowing around the MG and the cooling water. Further, the PCU heat exchanger 37 is configured to exchange heat with a power control unit (PCU, not shown) of the vehicle 100. Specifically, the PCU heat exchanger 37 includes a pipe provided around the PCU, and is configured so that heat exchange is performed between the cooling water flowing through the pipe and the battery.

Next, the high temperature circuit 4 will be described. The high temperature circuit 4 includes a second pump 41, a cooling water pipe 22b of a condenser 22, a high temperature radiator 42, a third three-way valve 43, an electric heater 44, and a heater core 45. Even in the high temperature circuit 4, the cooling water circulates through these components. In the present embodiment, the high temperature circuit 4 uses the same cooling water as the cooling water used in the low temperature circuit 3.

Further, the high temperature circuit 4 is divided into a high temperature basic flow path 4a, a high temperature radiator flow path 4b, and a heater flow path 4c. The high temperature radiator flow path 4b and the heater flow path 4c are provided in parallel with each other and are connected to the high temperature basic flow path 4a, respectively.

In the high temperature basic flow path 4a, the second pump 41 and the cooling water pipe 22b of the condenser 22 are provided in this order in the cooling water circulation direction. A high temperature radiator 42 is provided in the high temperature radiator flow path 4b. Further, in the heater flow path 4c, the electric heater 44 and the heater core 45 are provided in this order in the cooling water circulation direction. A third three-way valve 43 is provided between the high temperature basic flow path 4a, the high temperature radiator flow path 4b, and the heater flow path 4c.

The second pump 41 pumps the cooling water circulating in the high temperature circuit 4. In the present embodiment, the second pump 41 is an electric water pump similar to the first pump 31. Further, the high temperature radiator 42 is a heat exchanger that exchanges heat between the cooling water circulating in the high temperature circuit 4 and the outside air, similarly to the low temperature radiator 32.

The third three-way valve 43 is configured so that the cooling water flowing out from the cooling water pipe 22b of the condenser 22 is selectively circulated between the high temperature radiator flow path 4b and the heater flow path 4c. When the third three-way valve 43 is set on the high temperature radiator flow path 4b side, the cooling water flowing out from the cooling water pipe 22b of the condenser 22 flows through the high temperature radiator flow path 4b. On the other hand, when the third three-way valve 43 is set on the heater flow path 4c side, the cooling water flowing out from the cooling water pipe 22b of the condenser 22 flows through the electric heater 44 and the heater core 45. If the flow rates of the cooling water flowing into the high-temperature radiator flow path 4b and the heater flow path 4c can be adjusted appropriately, another adjusting device such as an adjusting valve or an on-off valve may be used instead of the third three-way valve 43. May be done.

The electric heater 44 functions as a heater for heating the cooling water. The electric heater 44 includes, for example, a resistance heating element arranged around a pipe through which cooling water flows, and is configured to heat the cooling water in the pipe by supplying electric power to the resistance heating element. The electric heater 44 is used, for example, when heating is performed when the outside air temperature is extremely low and as a result, the refrigerant does not function properly in the freezing circuit 2.

The heater core 45 is configured to heat the interior of the vehicle by exchanging heat between the cooling water circulating in the high temperature circuit 4 and the air around the heater core 45. Specifically, the heater core 45 is configured to exhaust heat from the cooling water to the air around the heater core 45. Therefore, when the high-temperature cooling water flows through the heater core 45, the temperature of the cooling water is lowered and the air around the heater core 45 is warmed.

Further, as shown in FIG. 1, the vehicle-mounted temperature control device 1 further includes a first connecting flow path 81, a second connecting flow path 82, and a switching valve 83.

The first connecting flow path 81 and the second connecting flow path 82 connect the low temperature circuit 3 and the high temperature circuit 4, respectively. In the first connecting flow path 81 and the second connecting flow path 82, the low temperature radiator 32 is arranged in the flow path of the low temperature circuit 3 between them, and the high temperature radiator 42 is arranged in the flow path of the high temperature circuit 4 between them. Is configured to. In the present embodiment, the first connecting flow path 81 connects the flow path on the upstream side of the low temperature radiator 32 in the low temperature circuit 3 and the flow path on the upstream side of the high temperature radiator 42 in the high temperature circuit 4. The second connecting flow path 82 connects the flow path on the downstream side of the low temperature radiator 32 in the low temperature circuit 3 and the flow path on the downstream side of the high temperature radiator 42 in the high temperature circuit 4. As will be described later, the first connecting flow path 81 is configured to circulate a part of the cooling water circulating in the low temperature circuit 3 to the high temperature radiator 42 of the high temperature circuit 4 in a state where the switching valve 83 is open. The second connecting flow path 82 returns the cooling water flowing from the low temperature circuit 3 to the low temperature circuit 3 via the first connecting flow path 81 in a state where the switching valve 83 is opened, as will be described later. It is composed of.

The switching valve 83 is arranged in the first connecting flow path 81. The switching valve 83 functions as a flow state control device that controls the flow state of the cooling water, and is configured to be able to switch the flow state of the cooling water in the in-vehicle temperature control device 1. In the present embodiment, the switching valve 83 is configured as an on-off valve that can be switched between the closed state and the open state.

FIG. 2 is a configuration diagram schematically showing an air passage 6 for air conditioning of a vehicle 100 equipped with an in-vehicle temperature control device 1. In the air passage 6, air flows in the direction indicated by the arrow in the figure. The air passage 6 shown in FIG. 2 is connected to an air suction port outside the vehicle 100 or in the vehicle interior, and outside air or air inside the vehicle flows into the air passage 6 depending on the control state by the control device 5. .. Further, the air passage 6 shown in FIG. 2 is connected to an outlet for blowing air into the vehicle interior, and air is supplied from the air passage 6 to any of the outlets according to the control state by the control device 5. Will be done.

As shown in FIG. 2, in the air passage 6 for air conditioning of the present embodiment, the blower 61, the evaporator 26, the air mix door 62, and the heater core 45 are provided in this order in the air flow direction. ..

The blower 61 includes a blower motor 61a and a blower fan 61b. When the blower fan 61b is driven by the blower motor 61a, the blower 61 is configured such that outside air or air in the vehicle interior flows into the air passage 6 and the air flows through the air passage 6.

The air mix door 62 adjusts the flow rate of the air flowing through the air passage 6 by taking the heater core 45. The air flow rate of the air mix door 62 is between a state in which all the air flowing through the air passage 6 flows through the heater core 45, a state in which all the air flowing through the air passage 6 does not flow through the heater core 45, and a state in between. Is configured to be adjustable.

In the air passage 6 configured in this way, when the blower 61 is being driven, if the refrigerant is circulated in the evaporator 26, the air flowing through the air passage 6 is cooled. Further, when the blower 61 is being driven, if the cooling water is circulated in the heater core 45 and the air mix door 62 is controlled so that the air flows through the heater core 45, the air mix door 62 passes through the air passage 6. The flowing air is warmed.

FIG. 3 is a diagram schematically showing a vehicle 100 equipped with the vehicle-mounted temperature control device 1. As shown in FIG. 3, the low temperature radiator 32 and the high temperature radiator 42 are arranged inside the front grill of the vehicle 100. Therefore, when the vehicle 100 is traveling, the low temperature radiator 32 and the high temperature radiator 42 are exposed to the traveling wind. Further, a fan 71 is provided adjacent to the low temperature radiator 32 and the high temperature radiator 42. When the fan 71 is driven, the low temperature radiator 32 and the high temperature radiator 42 are configured to be exposed to wind. Therefore, even when the vehicle 100 is not running, the low temperature radiator 32 and the high temperature radiator 42 can be blown by driving the fan 71.

Referring to FIG. 1, the control device 5 includes an electronic control unit (ECU) 51. The ECU 51 includes a processor that performs various calculations, a memory that stores programs and various information, and an interface that is connected to various actuators and various sensors.

Further, the control device 5 includes a battery temperature sensor 52 that detects the temperature of the battery, a first water temperature sensor 53 that detects the temperature of the cooling water that has flowed out from the cooling water pipe 27b of the chiller 27, and cooling water that flows into the heater core 45. A second water temperature sensor 54 for detecting the temperature of the water is provided. The ECU 51 is connected to these sensors, and output signals from these sensors are input to the ECU 51.

In addition, the ECU 51 is connected to various actuators of the vehicle-mounted temperature control device 1 to control these actuators. Specifically, the ECU 51 includes a compressor 21, a first electromagnetic regulating valve 28, a second electromagnetic regulating valve 29, a first pump 31, a second pump 41, a first three-way valve 33, a second three-way valve 34, and a third three-way valve. It is connected to a valve 43, an electric heater 44, a blower motor 61a, an air mix door 62, a fan 71, and a switching valve 83 to control them.

≪Operation of in-vehicle temperature control device≫
Next, a typical operating state of the in-vehicle temperature control device 1 will be described with reference to FIGS. 4 to 7. In FIGS. 4 to 7, the flow path through which the refrigerant or cooling water flows is shown by a solid line, and the flow path through which the refrigerant or cooling water does not flow is shown by a broken line. The thick arrows in the figure indicate the direction of heat transfer. In the stop mode and the cooling mode described below, it is assumed that the switching valve 83 is in the closed state.

FIG. 4 shows an operating state (hereinafter, also referred to as “stop mode”) of the vehicle-mounted temperature control device 1 when neither cooling nor heating of the vehicle interior is operating.

As shown in FIG. 4, in the stop mode, the operation of the compressor 21 and the second pump 41 is stopped. Therefore, the refrigerant does not circulate in the freezing circuit 2, and the cooling water does not circulate in the high temperature circuit 4. On the other hand, in the stop mode, the first pump 31 is driven. Therefore, the cooling water circulates in the low temperature circuit 3.

Further, in the stop mode, the first three-way valve 33 is set so that the cooling water flows to the battery heat exchanger 35. Further, in the example shown in FIG. 4, the second three-way valve 34 is set so that the cooling water flows through both the low temperature radiator flow path 3b and the high temperature equipment flow path 3c. However, the second three-way valve 34 may be set so that the cooling water flows only in the low temperature radiator flow path 3b.

As a result, in the stop mode, the heat of each of the battery, MG and PCU is transferred to the cooling water in the battery heat exchanger 35, the MG heat exchanger 36 and the PCU heat exchanger 37. Therefore, the battery, MG, and PCU are cooled, and the temperature of the cooling water rises above the temperature of the outside air. After that, the cooling water is cooled by exchanging heat with the outside air in the low temperature radiator 32, and flows into the battery heat exchanger 35, the MG heat exchanger 36, and the PCU heat exchanger 37 again. Therefore, in the stop mode, heat is absorbed from each of the battery, MG and PCU by the battery heat exchanger 35, the MG heat exchanger 36 and the PCU heat exchanger 37, and the heat is released by the low temperature radiator 32. ..

FIG. 5 shows an operating state (hereinafter, referred to as “cooling mode”) of the vehicle-mounted temperature control device 1 when the cooling of the vehicle interior is operating.

As shown in FIG. 5, in the cooling mode, all of the compressor 21, the first pump 31, and the second pump 41 are driven. Therefore, the refrigerant circulates in the freezing circuit 2, and the cooling water circulates in the low temperature circuit 3 and the high temperature circuit 4, respectively. Further, in the cooling mode, the first electromagnetic regulating valve 28 is opened and the second electromagnetic regulating valve 29 is closed. Therefore, the refrigerant flows through the evaporator 26, but the refrigerant does not flow through the chiller 27. Further, in the cooling mode, the third three-way valve 43 is set so that the cooling water flows through the high temperature radiator flow path 4b.

As a result, in the cooling mode, the heat of the surrounding air is transferred to the refrigerant by the evaporator 26, and the surrounding air is cooled. On the other hand, the heat of the refrigerant is transferred to the high temperature circuit 4 by the condenser 22, and the cooling water in the high temperature circuit 4 is warmed. After that, the high-temperature cooling water is cooled by exchanging heat with the outside air in the high-temperature radiator 42, and flows into the condenser 22 again. Further, in the battery heat exchanger 35, the MG heat exchanger 36, and the PCU heat exchanger 37, the heat of each of the battery, MG, and PCU is transferred to the cooling water, and then the cooling water exchanges heat with the outside air in the low temperature radiator 32. Then, it is cooled and flows into the battery heat exchanger 35, the MG heat exchanger 36, and the PCU heat exchanger 37 again. Therefore, in the cooling mode, the evaporator 26 absorbs heat from the surrounding air, and the battery heat exchanger 35, MG heat exchanger 36, and PCU heat exchanger 37 absorb heat from each of the battery, MG, and PCU. At the same time, the heat is released by the high temperature radiator 42.

In the cooling mode, when dehumidifying is performed in addition to cooling, the third three-way valve 43 is set so that the cooling water flows to the heater core 45 in addition to the high temperature radiator flow path 4b. As a result, the air flowing through the air passage 6 is cooled by the evaporator 26 and then heated by the heater core 45, so that the humidity of the air is lowered.

6 and 7 show an operating state of the vehicle-mounted temperature control device 1 when the heating of the vehicle interior is operating (hereinafter, referred to as a “heating mode”. In particular, the operating state shown in FIG. 6 is a “first heating mode”. , The operating state shown in FIG. 7 may be referred to as a “second heating mode”). In particular, FIG. 6 shows a case where the switching valve 83 is closed, and FIG. 7 shows a case where the switching valve 83 is open.

As shown in FIGS. 6 and 7, in the heating mode, all of the compressor 21, the first pump 31, and the second pump 41 are operated. Therefore, the refrigerant or the cooling water circulates in any of the refrigeration circuit 2, the low temperature circuit 3, and the high temperature circuit 4.

Further, in the heating mode, the first electromagnetic regulating valve 28 is closed and the second electromagnetic regulating valve 29 is opened. Therefore, the refrigerant does not flow through the evaporator 26, but the refrigerant flows through the chiller 27. Further, in the examples shown in FIGS. 6 and 7, the second three-way valve 34 is set so that the cooling water flows through both the low temperature radiator flow path 3b and the high temperature equipment flow path 3c. However, the second three-way valve 34 may be set so that the cooling water flows only in the low temperature radiator flow path 3b. Further, in the heating mode, the third three-way valve 43 is set so that the cooling water flows through the heater flow path 4c.

As a result, in the heating modes shown in FIGS. 6 and 7, the heat of the cooling water in the low temperature circuit 3 is transferred to the refrigerant by the chiller 27, and the cooling water is cooled and the temperature is lower than the outside temperature. Be in a state. Further, the heat of the refrigerant is transferred to the high temperature circuit 4 by the condenser 22, and the cooling water in the high temperature circuit 4 is warmed. After that, the cooling water of the high temperature circuit 4 is cooled by exchanging heat with the air around the heater core 45, and the temperature of the surrounding air is raised accordingly. Therefore, in the heating mode, the low temperature radiator 32 absorbs heat from the outside air, and the heater core 45 releases the heat.

Here, in the first heating mode shown in FIG. 6, the switching valve 83 is controlled in a closed state. When the switching valve 83 is closed, the switching valve 83 shuts off the flow of cooling water in the first connecting flow path 81. Therefore, the cooling water circulating in the low temperature circuit 3 does not flow into the first connecting flow path 81.

Further, in the first heating mode, the high temperature basic flow from the high temperature radiator flow path 4b due to the water pressure due to the flow of the cooling water circulating in the third three-way valve 43, the switching valve 83, and the high temperature basic flow path 4a and the heater flow path 4c. The flow of cooling water to the path 4a and the heater flow path 4c side is blocked. As a result, almost no cooling water flows in the high temperature radiator flow path 4b and the second connecting flow path 82. Therefore, in the first heating mode, the cooling water circulating in the low temperature circuit 3 does not flow into the second connecting flow path 82 in addition to the first connecting flow path 81. As a result, the cooling water circulating in the low temperature circuit 3 does not flow through the high temperature radiator 42, but flows only through the low temperature radiator 32 among the low temperature radiator 32 and the high temperature radiator 42.

On the other hand, in the second heating mode shown in FIG. 7, the switching valve 83 is controlled in an open state. When the switching valve 83 is open, the switching valve 83 allows cooling water to flow through the first connecting flow path 81. Therefore, a part of the cooling water circulating in the low temperature circuit 3 flows into the first connecting flow path 81 and flows in the order of the first connecting flow path 81, the high temperature radiator 42, and the second connecting flow path 82. As a result, the cooling water circulating in the low temperature circuit 3 flows through both the low temperature radiator 32 and the high temperature radiator 42 located in parallel. Therefore, in addition to the low temperature radiator 32, the high temperature radiator 42 also absorbs heat from the outside air.

From the above, in the switching valve 83, the cooling water circulating in the low temperature circuit 3 flows only through the low temperature radiator 32, and the cooling water circulating in the low temperature circuit 3 is located in parallel with the low temperature radiator 32 and the high temperature radiator 32. It can be said that the state of flow is switched between the state of flowing through both of 42.

In the second heating mode, the cooling water that has absorbed heat from the outside air via the high temperature radiator 42 returns to the low temperature circuit 3 via the second connecting flow path 82, and absorbs heat from the outside air through the low temperature radiator 32. Merge with cooling water. The combined cooling water circulates in the low temperature circuit 3 and circulates in the chiller 27, and the heat is transferred to the refrigerant through the chiller 27. After that, the heat of the refrigerant is transferred to the cooling water of the high temperature circuit 4 by the condenser 22, and the cooling water of the high temperature circuit 4 exchanges heat with the air around the heater core 45. Therefore, in the second heating mode, heat is absorbed from the outside air by both the radiators of the low temperature radiator 32 and the high temperature radiator 42, and the heat is released by the heater core 45.

In the heating mode, when dehumidification is performed in addition to heating, the first electromagnetic control valve 28 is opened and the refrigerant is also distributed to the evaporator 26. As a result, the air flowing through the air passage 6 is cooled by the evaporator 26 and then heated by the heater core 45, so that the humidity of the air is lowered.

Further, in the examples shown in FIGS. 4 to 7, the first three-way valve 33 is set on the battery heat exchanger 35 side. However, the first three-way valve 33 may be set on the bypass flow path 3d side. Specifically, when the battery temperature is higher than the predetermined battery upper limit temperature, the first three-way valve 33 is set on the battery heat exchanger 35 side, and when the battery temperature is equal to or lower than the battery upper limit temperature, the first three-way valve 33 is set. Is set on the bypass flow path 3d side. As a result, the battery is prevented from being further cooled when the temperature of the battery is low.

≪Control of in-vehicle temperature control device≫
Next, the control of the in-vehicle temperature control device 1 will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart showing a control routine of the vehicle-mounted temperature control device 1. The illustrated control routine is executed at regular time intervals.

First, in step S11, it is determined whether or not the cooling of the vehicle 100 is turned off. The ON / OFF of the cooling of the vehicle 100 is automatically switched based on, for example, the temperature set by the user, the temperature inside the vehicle, and the like. If it is determined in step S11 that the cooling is turned off, the process proceeds to step S12.

In step S12, it is determined whether or not the heating of the vehicle 100 is turned off. The ON / OFF of the cooling of the vehicle 100 is also automatically switched based on, for example, the temperature set by the user, the temperature inside the vehicle, and the like. If it is determined in step S12 that the heating is turned off, the process proceeds to step S13.

In step S13, the vehicle-mounted temperature control device 1 is operated in the stop mode described with reference to FIG.

If it is determined in step S12 that the heating of the vehicle 100 is turned on, the process proceeds to step S14. In step S14, the vehicle-mounted temperature control device 1 is operated in the heating mode described with reference to FIGS. 6 and 7.

If it is determined in step S11 that the cooling of the vehicle 100 is ON, the process proceeds to step S15. In step S15, the vehicle-mounted temperature control device 1 is operated in the cooling mode described with reference to FIG.

After each step S13 to S15, this control routine ends.

FIG. 9 is a flowchart showing a control routine in the heating mode (step S14 of FIG. 8).

First, in step S31, the water temperature Tw of the cooling water circulating in the low temperature circuit 3 is detected. The water temperature Tw is detected by, for example, the first water temperature sensor 53. Next, in step S32, it is determined whether or not the water temperature Tw is lower than the reference temperature Tref. Here, the reference temperature Tref is a predetermined temperature or higher so that when the temperature of the cooling water becomes lower than that, the viscosity of the cooling water becomes excessively high and the low temperature radiator 32 cannot sufficiently absorb heat from the outside air. The temperature is, for example, −20 ° C.

If it is determined in step S32 that the water temperature Tw is lower than the reference temperature Tref, the process proceeds to step S33. In step S33, the switching valve 83 is controlled to be in the open state. On the other hand, if it is determined in step S32 that the water temperature Tw is equal to or higher than the reference temperature Tref, the process proceeds to step S34. In step S34, the switching valve 83 is controlled to be closed.

After each step S33 and S34, the control routine ends and returns to the control routine shown in FIG.

≪Action / effect≫
Next, the action / effect of the in-vehicle temperature control device 1 according to the present embodiment will be described.

As described above, in the heating mode, as a result of the heat of the cooling water in the low temperature circuit 3 being transferred to the refrigerant, the water temperature of the cooling water in the low temperature circuit 3 is changed to the outside temperature so that the low temperature radiator 32 absorbs the heat from the outside air. Be made lower than. However, when heating is performed in an extremely low temperature environment such as an outside temperature of -10 ° C, the cooling water is cooled so that the water temperature is lower than the outside temperature (for example, the water temperature is -20 ° C), resulting in a low temperature. The viscosity of the cooling water of the circuit 3 increases. As a result, in particular, the pressure loss in the low temperature radiator 32 increases, so that the flow rate of the cooling water flowing through the entire low temperature circuit 3 decreases, and eventually the flow rate of the cooling water flowing through the low temperature radiator 32 in the low temperature circuit 3 also decreases, resulting in a low temperature. The amount of heat absorbed from the outside air in the radiator 32 is reduced.

Here, when the first connecting flow path 81, the second connecting flow path 82, and the switching valve 83 are not provided, the cooling water circulating in the low temperature circuit 3 is only the low temperature radiator 32 among the low temperature radiator 32 and the high temperature radiator 42. Only distributed to. Therefore, when the temperature of the cooling water in the low temperature circuit 3 is low and its viscosity is high, the low temperature radiator 32 may not be able to obtain a sufficient amount of heat absorption from the outside air, and the low temperature circuit 3 has a high temperature. As a result of insufficient heat being supplied to the circuit 4, the heating performance deteriorates.

Further, for example, it is conceivable to supplement the heating with the electric heater 44 at the time of heating in such a low temperature environment, or to use a pump having a high discharge flow rate as the first pump 31 of the low temperature circuit 3. However, the use of the electric heater 44 and the pump having a high discharge flow rate consumes a large amount of electric power, which causes deterioration of the electric cost.

On the other hand, in the present embodiment, by setting the switching valve 83 to the open state, the cooling water circulating in the low temperature circuit 3 flows through both the low temperature radiator 32 and the high temperature radiator 42. .. Therefore, the amount of heat absorbed by the two radiators of the low temperature radiator 32 and the high temperature radiator 42 can be obtained from the outside air. Therefore, even if the temperature of the cooling water of the low temperature circuit 3 drops, it is suppressed that sufficient heat is not supplied from the low temperature circuit 3 to the high temperature circuit 4. As a result, the use of the electric heater 44 is suppressed, and the need to use a pump having a high discharge flow rate as the first pump 31 of the low temperature circuit 3 is reduced, so that deterioration of electricity cost can be suppressed.

Further, according to the present embodiment, the low temperature circuit 3 and the high temperature are set by setting the switching valve 83 to be open only in a specific case where the water temperature Tw is lower than the reference temperature Tref (for example, −20 ° C.). It is possible to prevent the cooling water from being mixed between different thermal circuits called the circuit 4. Therefore, for example, when one of the low temperature circuit 3 and the high temperature circuit 4 is deteriorated, the cooling water in the deteriorated thermal circuit flows into the other thermal circuit, so that the other thermal circuit is also deteriorated. It is possible to prevent the occurrence of such a situation.

Further, according to the vehicle-mounted temperature control device 1 according to the present embodiment, in addition to heating and cooling the vehicle interior, cooling of the high-temperature equipment is also performed by one freezing circuit 2. Therefore, it is not necessary to provide separate freezing circuits 2 for heating and cooling and for cooling the high-temperature equipment, and the manufacturing cost of the in-vehicle temperature control device 1 can be suppressed to a low level.

≪Modification example≫
In the above embodiment, the open / closed state of the switching valve 83 is controlled according to whether the water temperature Tw is lower than the reference temperature Tref, but the switching valve 83 is always in the open state in the heating mode. It may be controlled. In this case, in step S14 of FIG. 8, the vehicle-mounted temperature control device 1 is operated in the second heating mode without performing the control routine of FIG. 9.

Further, in the above embodiment, the opening / closing of the switching valve 83 is controlled based on whether or not the water temperature Tw of the cooling water is lower than the reference temperature Tref, but it may affect the viscosity of the cooling water such as the outside air temperature. The opening and closing of the switching valve 83 may be controlled based on whether or not the temperature is lower than the reference temperature Tref. When the outside air temperature is used, when the outside air temperature becomes lower than that, the cooling water is cooled according to the outside air temperature, and as a result, the viscosity of the cooling water becomes excessively high, and the low temperature radiator 32 is released from the outside air. It is a predetermined temperature such that it cannot sufficiently absorb heat or higher, for example, −10 ° C.

Although the preferred embodiments according to the present disclosure have been described above, the present disclosure is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims.

1 In-vehicle temperature control device 2 Refrigeration circuit 3 Low temperature circuit 4 High temperature circuit 5 Control device 22 Condenser 27 Chiller 32 Low temperature radiator 42 High temperature radiator 81 1st connection flow path 82 2nd connection flow path 83 Switching valve

Claims (1)

A first heat circuit including a first radiator for heat exchange with the atmosphere and a first heat exchanger, and a first heat circuit configured to circulate a heat medium through these.
A second heat circuit including a second radiator for heat exchange with the atmosphere and a second heat exchanger, and a second heat circuit configured to circulate the heat medium through these.
The heat medium circulating in the first heat circuit absorbs heat into the refrigerant to evaporate the refrigerant, and the refrigerant dissipates heat from the refrigerant to the heat medium circulating in the second heat circuit. A refrigeration circuit including the second heat exchanger for condensing the refrigerant, and a refrigeration circuit configured to realize a refrigeration cycle by circulating the refrigerant through the second heat exchanger.
A first connection flow path and a second connection flow path that connect the first heat circuit and the second heat circuit, respectively.
A distribution state control device configured to switch the flow state of the heat medium, and
With
In the first connecting flow path and the second connecting flow path, the first radiator is arranged in the flow path of the first thermal circuit between them, and the first radiator is arranged in the flow path of the second thermal circuit between them. The second radiator is configured to be placed,
The flow state control device circulates in the first heat circuit and in a state where the heat medium circulating in the first heat circuit flows only through the first radiator of the first radiator and the second radiator. An in-vehicle temperature control device that switches the flow state between a state in which the heat medium flowing through both the first radiator and the second radiator located in parallel.

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